
Class. 
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COFXRIGHT DEPOSm 



The Westinghouse 
Air-Brake Handbook 

A CONVENIENT REFERENCE BOOK 
For All Persons Interested in 

The Construction, Installation, Operation, Care, 

Maintenance, or Repair of the Westinghouse 

Air-Brake Systems, or in the Control of 

Trains by Means of the Air Brake 



BY 

International Correspondence Schools 

SCRANTON, PA, 



2d Edition, 13th Thousand, 3d Impression 



scranton, pa. 
International Textbook Company 



.S66 



^ 



Copyright, 1913, 1918, by 

International Textbook Company 

Copyright in Great Britain 

All Rights Reserved 




PRESS OF 

International Textbook Company 
Scranton, Pa. 



©Gl.A4978ai 4^^ / 



72084 



Ij^ PREFACE TO FIRST EDITION 

^ Since the introduction of the quick-action brake, 
( a growing yearly increase in passenger traffic has 
brought with it a growing increase in the length 
' and weight of passenger trains, in the train speed, 
I and in the frequency of service. Each increase 
' reduced the comparative efficiency of the existing 

brake system and necessitated improvements. 
, In freight service, the increase in the capacity 
of the cars, the tonnage, and the length of trains 
I augmented the difficulty of brake control to such 
an extent that new brake apparatus for both 
engines and cars had to be devised in order that 
' the brake could safely and efficiently control the 
\ train. These improvements have been so rapid 
I and have resulted in such a multiplicity of air- 
I brake systems and air-brake apparatus, and the 
apparatus is made in so many sizes, that today it 
is a difficult matter to distinguish the different 
pieces of apparatus and to tell accurately without 
special information on the subject, to what par- 
ticular system a piece of apparatus belongs. 

The purpose of this handbook is to supply this 
special information and to present in convenient 
form complete reliable data relative to the differ- 
ent Westinghouse Air-Brake Systems. Among 




iv PREFACE 

other things, it gives the piece and reference nunT 
bers of each part of the apparatus with special 
instructions for ordering the apparatus; thejj 
weights and dimensions ; the number of sizes in 
which each piece of apparatus is made, and the 
particular equipment that each size is to be used 
with; the construction, operation, and care of the 
equipment; tables of capacities of reservoirs, and 
methods of calculation of capacities; tables of 
capacities of air compressors ; methods of piping 
two or more compressors to give either greater 
capacity or greater pressure, and tables of capaci- 
ties when so piped; tests of apparatus;' data of 
both standing and running tests of trains fitted 
with the different equipments; information rela- 
tive to the air-signal system, and the water-raising 
system; etc. 

The various tables have been selected with care, 
and the rules and formulas given are stated sim- 
ply and concisely, their applications being clearly 
illustrated by examples and their solutions. 

Care has been exercised to arrange the matter 
in a convenient and logical manner, and a very 
full index increases further the facihty with 
which any subject may be located. 

This handbook was prepared by Mr. J. F. 
Cosgrove, Director, Railway Department. 

International Correspondence Schools 

April, 1913 



PREFACE TO SECOND EDITION 

Since the introduction of the Westinghouse 
Air-Brake Handbook in 1913, considerable new- 
apparatus has been introduced into regular 
service; also a number of changes have been 
made in existing older air apparatus. The present 
revision of the Handbook has been made so as to 
incorporate data relative to the new equipment 
and to the changes made in the old equipment. 

The revised Handbook includes over-all dimen- 
sions of the equipments, also spring-identification 
tables for all equipment containing springs. 
These tables are for the convenience of air-brake 
men, storekeepers, and others interested in iden- 
tifying the various springs used in the different 
apparatus. 

International Correspondence Schools 

October, 1917 



INDEX 



8-in. air compressor, 29 

92-in. air compressor, 27 

U-in. air compressor, 40 

9i-in. air compressor, Out- 
put of, 57 . 

11-in. air compressor. Out- 
put of, 58 

9i-in. and U-in. air com- 
pressors, Steam con- 
sumption of, 61 

92-in. and U-in. compres- 
sors, Time to compress 
air from to 90 lb. 
with, 63 

U-in. and 9i-in. air com- 
pressors, Comparative 
tests of, 59 

8i-in. cross-compound air 
compressor, 44 

lOi-in. cross-compound air 
compressor, 51 



Adjusting compressor gov- 
ernor, 105 
Air-brake hose, M. C. B. 
specifications for, 409 

compressor. Output of 
8-in., 56 

compressors, 29 

compressor oil cups, 88 

gauges, 412 

-signal equipments for 
passenger, baggage, 
mail, or express cars, 20 

-signal equipments, Lo- 
comotive, 33 

-signal equipments rec- 
ommended, 432 



Air-signal equipments, 
Spring identification 
of, 431 
-signal whistle, 426 
-signaling system, Train, 

424 
-storage reservoirs, 106 
strainer, 39 
Angle cocks, 417 
Automatic brake for 
freight- or switch-en- 
gine tender, 15 
Auxiliary reservoirs, 367 
reservoirs, Capacity and 

weight of, 369 
reservoirs for locomo- 
tives, tenders, and cars 
of different weights, 246 
reservoirs, Standard sizes 

of, 369 
reservoirs used with dif- 
ferent size brake cylin- 
ders, 369 

B 

B-6 double-pressure feed- 
valve, 160 

-6 feed-valve, Care of, 163 

-6 feed-valve. Regula- 
tion of, 162 

-6 feed-valve, Spring 
identification of, 161 
Brake cylinder. Force ex- 
erted in, 362 

cylinder, Type C, 8'' X 12" 
combined, 355 

cylinder, Type C, 10'' Xl2" 
combined, 355 

cylinder*. Type D, 8" X 12", 
detached, 356 

cylinder, Type D, 10" X 
12", detached, 358 



INDEX 



Brake cylinders, Capacity 
of, 361 

cylinders. Cleaning, 359 

cylinders. Cross-sectional 
area of, 360 

cylinders, Dimensions of 
type M passenger, 346 

cylinders, Dimensions of 
type N passenger, 350 

cylinders. Engine-truck, 
338 

cylinders for locomotives, 
tenders, and cars of 
different weights, 246 

cylinders, Piece numbers 
of the type M passen- 
ger, 347 

cylinders, Piece numbers 
of type N passenger, 
351 

cylinders. Piece and ref- 
erence numbers of parts 
of type K tender, 343 

cylinders, Piece and ref- 
erence numbers of type 
L tender, 344 

cylinders. Piece and ref- 
erence numbers of type 
M passenger, 348 

cylinders. Piece and ref- 
erence numbers of parts 
of type N passenger, 
352 

cylinders. Piece numbers 
of type K tender, 342 

cylinders, Piston-rod 
crossheads for driver, 
336 

cylinders. Push-down 
driver, 335 

cylinders, Schedule of lo- 
comotive, 26 

cylinders. Tender, 339 

cylinders. Type B driver, 
332 

cylinders, Type C driver, 
334 

cylinders. Type M pas- 
senger, 345 

-pipe strainers, 397 



Brake-pipe vent valve, 248 
valve, C-7, 121 
valve, D-8, 121 
-valve feed-valve pipe 

connection, 165 
valve, G-6, 124 
valve, H-5 automatic, 129 
valve, H-6 automatic, 134 
valve. Operation of, 127 
valve, Operation of H-5 

automatic, 131 
valve, S-3 straight-air, 

150, 153 
valve, S-6 independent, 

142 
valve, SF-1 independent, 

140 
valves. Care of, 156 
valves, Lubricating, 156 



C-6 feed-valve. Operation 
of, 158 

-6 feed-valve. Regulation 
of, 159 

-6 feed-valve. Spring 
identification of, 158 

-6 single-pressure feed- 
valve, 157 

-7 brake valve, 121 
Capacity and weight of 
supplementary reser- 
voirs, 370 

dimensions, and weight 
of Westinghouse a i r ^ 
compressors, 50 ■ 

of air-storage reservoirs, B 
108 ■ 

of brake cylinders, 361 ■ 

Calculating main reser- 
voir, 115 

recommended for main 
reservoir, 109 
Car discharge valve, 430 ■ 
Care of B-6 feed-valve, 163' T 

of brake valves, 156 

of distributing valve, 286 
Causes of compressor fail- 
ures, 51 



II 



INDEX 



Centrifugal dirt collectors, 

394 
Cleaning and oiling S-3-A 

straight-air brake valve, 

155 
brake cylinders, 359 
triple valves, 244 
Comparative steam and 

coal curves of air com- 
pressors, 67 
tests of 11-in. and 9|-in. 

air compressors, 59 
Comparison of output of 

9i-in., 11-in., and 8J-in. 

cross - compound air 

compressors, 59 
of plain and quick-action 

triple valves, 185 
of types K and H-1 

(F-36) triple valves, 200 
Compressor, 8-in. air, 29 
8i-in. cross-compound air, 

44 
92-in. air, 37 
lOJ-in, cross-compound air, 

51 
11-in. air, 40 
failures. Causes of, 51 
governor. Adjusting, 105 
governor, Type S-4, 91 
governor, Type SD-5, 96 
governor. Type SF-5, 98 
governors, 89 
governors, Sizes of, 91 
governors, weights of, 90 
Compressors, Air, 29 
Comparative steam and 

coal curves of air, 67 
in series, Operating, 69 
in series-compound. Op- 
erating, 69 
Piping diagrams for two 

air, 106 
Pistons and rings for re- 
bored air, 78 
Temperature test of air, 

62 
Conductor's valve, B-3-A, 

401 
valve, C-3, 402 



Conductor's valve, Opera- 
tion of, 403 
Construction of control 

valve, 301 
Control valve, Construction 
of, 301 
valve, Lubricating the, 

331 
valve, No. 3-D passenger, 

300 
valve, No. 3-E passenger, 

295 
valve. Operation of, 313' 
valve. Spring identifica- 
tion of No. 3-E passen- 
ger, 300 
Coupling-groove cleaning 

tool, 409 
Cross-compound compres- 
sors. Lubricating, 54^ 
-sectional area of cylin- 
ders, 360 
Cut-out cocks, 418 
Cylinder cap. No. 6 dis- 
tributing valve quick- • 
action, 256 



D-8 brake valve, 121 
Development of passenger 
triple valve, 210 
of PC passenger brake, 

287 
of the ET locomotive 
brake, 258 
Diagrammatic views of L 

triple valve, 227 
Dimensions, capacity, and 
weight of Westinghouse 
air compressors, 50 
and weights of brake- 
pipe strainers, 398 
and weights of centrif- 
ugal dirt collectors, 394 
of hose and couplers, 405 
Dirt collectors, Centrif- 
ugal, 394 
collectors, Dimensions 
and weights of cen- 
trifugal, 394 



INDEX 



Distributing valve, Care 
of, :^6 
valve, No. 5, 250 
valve. No. 6, 253 
valve, Operation of, 273 
valve. Pressure-maintain- 
ing feature of, 283 
Double-pressure control, 
Engine and tender 
equipment for, 13 
Drain cock, Spring identi- 
fication of main reser- 
voir, Z72 
Drain cocks, Reservoir, 272 
Dummy couplings, 408 

E 
Empty and load brake for 

freight cars, 24 
Energy of train at differ- 
ent speeds, 288 
Engine-and-tender hose 
connection, 407 
equipment with straight- 
air brake, 14 
-tender equipment for 
double-pressure control, 
13' 
-truck brake cylinders, 

338 
-truck brake for locomo- 
tive with A-1 engine 
equipment, 12 
Engineer's brake valves, 

History of, 117^ 
Equalizing reservoirs, 367 
Equipments, Index to, 2 

F 
F crossed-passage pipe 
bracket. 163 
-1 (H-24) plain triple 

valve, 167 
-2 (F-46) plain triple 
valve, 167 
Features of type K triple 
valves, 192 
of type L triple valves, 
223 
Feed-valve, B-6 double- 
pressure, 160 



Feed-valve, C-6 single- 
pressure 157 
Filler blocks, Z6Z 
Force exerted in brake 

cylinder, 362 
Freight-brake tests, 203 
-brake tests. Standing, 

209 
-brake triple valves, 174 
-car equipments. Twin- 
cylinder type, 23 
or switch-engine tender. 
Automatic brake for, 15 
Functions of triple valve, 
170 

G 

G-24 and F-25 plain triple 
valve, 169 
-6 brake valve, 124 
-6 brake valve, Spring 
identification of, 127 
Gauges, Air, 412 
Governors, Compressor, 89 

H 

H direct-passage pipe 

bracket, 165 

-1 (F-36) quick-action, 

freight, triple valve, 179 

-2 (H-49) quick-action, 

freight, triple valve, 181 X 
-5 automatic brake valve, ■ 
129 " 

-6 automatic brake valve, 

134 
-6 automatic brake valve. 

Operation of, 137 
-6 brake valve. Spring 
identification of, 137 
High-speed reducing valve, 

390 
Hose and couplers. Di- 
mensions of, 405 
couplings and fittings, 

404^ 
couplings and fittings. 
Weights of, 409 



Index to equipments and 
schedules, 2 



J 



INDEX 



K 

K-1 triple valve, 186 
-2 triple valve, 188 

li 

L-2-A quick-action, passen- 
ger, triple valve, 217 

-1-B quick-action, passen- 
ger, triple valve, 215 

-3 quick-action, passen- 
ger, triple vaive, 220 
LN equipment for passen- 
ger, baggage, mail, or 
express cars, 18 

equipment, Operation of, 
230 

equipment. Piping dia- 
gram of, 226 
Locomotive air-signal 
equipments, 20 

brake cylinders. Schedule 
of, 26 

brake. Development of 
the ET, 258 

brake, No. 6 ET, 4 

equipment, Old standard, 
A-1, 6 

equipment. Old standard, 
AD, 8 

equipment. Old standard, 
AG, 10 

with No. 6 ET equip- 
ment, Standard engine- 
truck brake for, 12 
Lubricating brake valves, 
156 

cross-compound compres- 
sors, 54 

simple compressors, 53 

the control valve, 331 

M 

Main reservoir capacity, 
Calculating, 115 

reservoir capacity recom- 
mended, 109 

reservoirs. Cross-section 
area of, 116 

reservoirs. Location of, 
115 



Main reservofrs. Standard 
stock sizes of", 112 
reservoirs, Style and con- 
struction of, 110 

M. C. B. specifications for 
air-brake hose, 409 



No. 3-D passenger control 
valve, 300 
3-E passenger control 
valve, 295 

5 distributing vaive, 250 

6 distributing valve, 253 
6 distributing valve. De- 
scription of, 265 

6 distributing valve, 

Duty of parts of, 720 
6 distributing valve 

quick-action cylinder 

cap, 256 
6 distributing valve. 

Spring identification of, 

257 
6 ET equipment. Piping 

arrangement of, 261 
6 ET locomotive brake^ 4 



Oil cups. Air-compressor, 88 
Old standard, A-1, locomo- 
tive equipment, 6 
standard, AD, locomotive 

equipment, 8 
standard, AG, locomotive 

equipment, 10 
standard quick-action 
brake for freight cars, 
22 
Operating compressors in 
series, 69 
compressors in series- 
compound, 69 
Operation of brake valve, 
127 
of C-6 feed-valve, 158 
of conductor's valve, 403 
of control valve, 313 
of distributing valve, 273 



INDEX 



Operation of H-5 automatic 
brake valve, 131 

of H-6 automatic brake 
valve, 137 

of LN equipment, 230 

of plain triple valve, 171 

of quick-action triple 
valve, 183' 

of S-3-A, straight-air 
brake valve, 154 

of S-3 straight-air brake 
valve, 151 

of S-6 independent brake 
valve, 145 

of type K triple valves, 
196 
Output of 8-in. ait com- 
pressor, 56 

of 9J-in. air compressor, 
57 

of_ 9i-in., 11-in., and 8|- 
in. cross-compound air 
compressors, Compari- 
son of, 59 

of 11-in., air compressor, 



P-1 (F-27) quick-action, 

passenger triple valve, 

212 
-2 (F-29) quick-action 

passenger triple valve, 

213 
Passenger brake. Develop- 
ment of PC, 287 
-brake tests, 237^ 
tender brake with A-1, 

AD, or AG engine 

equipments, 15 
PC equipments for heavy 

passenger, baggage, 

mail, or express cars, 

19 
equipment service and 

emergency reservoirs, 

371 
passenger equipment. 

Functions and features 

of, 290 



PC passenger equipment. 
General arrangement of, 
292 
Pipe bracket, F crossed- 
passage, 163 
bracket, H direct-pas- 
sage, 165 
connection, Brake-valve, 
feed-valve, 165 
Piping arrangement of No. 
6 ET equipment, 261^ 
diagram of LN equip- 
ment, 226 
diagram of PC passenger 

equipment, 293 
diagrams for two air 
compressors, 1C6 
Piston-rod crossheads for 
driver-brake cylinders, 
2,2,6 
Pistons and rings for re- 
bored air compressors, 
78 
Plain triple valves. Opera- 
tion of, 171 
triple valves for engines 

and tenders, 166 
triple valves, Spring 
identification of, 169 
Pressure heads for truck 
and tender brake cylin- 
ders, 366 
-maintaining feature of 

distributing valve, 283 
-retaining valves, 374 
Push-down driver-brake 
cylinders, 335 

Quick-action brake for pas- 
senger, baggage, mail, 
or express cars, 17 

R 

Rack fests, Passenger- 
brake, 237 

Reducing valve, High- 
speed, 390 
valve, Operation of high 
speed, 393 



I 



II 






IXDEX 



deducing valve, Signal, 427 

valve, Spring identifica- 
tion of high-speed, 393 
R.egulation of B-6 feed- 
valve, 162 

of C-6 feed-valve, 159 
R.elease valves, 373 
R.eservoir drain cocks, 372 
[Reservoirs, Air-storage, 106 

Auxiliary, 367 

Capacity of air-storage, 
108 

Equalizing, 367 

PC equipment service 
and emergency, 371 

Supplementary, 367 
Retaining valve, Dimen- 
sions of single-pressure 
spring-type, 383 

valve. Purpose of, 374 

valve. Single-pressure 
weight-type, 374 

valves, double-pressure 
spring-type, Piece num- 
bers of, 384 

valves, Double-pressure, 
weight-type, 379 

valves, double-pressure, 
weight-type. Operation 
of, 379 

valves furnished with 
single-cylinder freight- 
brake equipments, 384 

valves furnished with 
empty and load freight 
brake, 384 

valves. Operation of, 378 

valves, Single-pressure 
spring-type, 380 

valves, single-pressure 
spring-type. Piece num- 
bers of, 384 

valves, single-pressure 
spring-type, Pressures 
retained by, 382 

valves, single-pressure 
spring-type, Size of 
cylinder used with, 384 

valves, Spring identifica- 
tion of, 383 



Retaining valves. Standard 
boxes for packing, 383 

Reversing cock, 165 

Running freight train 
tests, 209 



S-3 brake valves. Spring 

identification of, 154 

-3 straight-air brake 

valve, 150 
-3 straight-air brake 
valve. Operation of, 
151 
-3-A straight-air brake 

valve, 153 

-3-A straight-air brake 

valve. Cleaning and 

oiling, 155 • 

-3-A straight-air brake 

valve. Operation of, 154 

-6 independent brake 

valve, 142 
-6 independent brake 
valve. Operation of, 
145 
-6 independent brake 
valve. Spring identifi- 
cation of, 155 
SF-1 independent brake 

valve, 140 
Safety valves, Operation 
of, 389 
valves,* Spring identifica- 
tion of, 389 
valves. Types of air- 
brake, 386 
Schedule of locomotive 

brake cylinders, 26 
Schedules, Index to, 2 
Signal-pipe strainer, 400 
reducing valve, 427 
valve, 428 
Simple compressors. Lubri- 
cating, 53 
Size of supplementary res- 
ervoirs, 370 
Sizes of auxiliary reser- 
voirs, 369 



INDEX 



Sizes of compressor gover- 
nors, 91 

Speeds, Energy of train at 
different, 288 

Spring identification of 
air-signal equipments, 

identification of B-6 feed- 
valve, 161 

identification of C-6 feed- 
valve, 158 

identification of G-6 
brake valve, 127 

identification of H-6 
brake valve, 137 

identification of high- 
speed reducing valve, 392 

identification of K triple 
valves, 192 
' identification of main 
reservoir drain cocks, 
372 

identification of No. 3-E 
passenger control valve, 
300^ 

identification of No. 6 
distributing valve, 257 

identification of plain 
triple valves, 169 

identification of retain- 
ing valves, 383 

identification! of S-3 brake 
valves, 154 

identification of S-6 in- 
dependent brake valve, 

. '^^ 

identification of safety 
valves, 389 

identification of strainer 
and check-valves, 399 

identification of type H 
quick-action triple 

^ valve, 182 

identification of type L 
triple valves, 222 

identification of type P 
triple valves, 215 

identification of water- 
distributing valve, 437 
Strainer, Air, 39 



Standard engine truck 
brake for locomotive 
with No. 6 ET equip- 
ment, 12 
schedule with K triples 
for freight cars, 21 
Standing freight-brake 

tests, 209 
Steam consumption of 9i- 
in. and 11-in. air com- 
pressors, 61 
Strainer, i-in. air, 400 
1 in. branch-pipe, 401 
and check-valve, 398 
and check-valves, Spring 

identification of, 399 
Signal-pipe, 400 
Strainers, Brake-pipe, 397 
Dimensions and weights 
of brake-pipe, 398 
Supplementary reservoirs, 
367 
reservoirs, Capacity and 

weight of, 370 
reservoirs, Size of, 370 

T 

Temperature test of air 

compressors, 62 
Tender brake cylinders, 359 
Tests, Freight-brake, 203 
Passenger-brake, 237 
Passenger-brake rack, 237 
Passenger-brake stand- 
ing, 241 
Running freight-train, 209 
Standing freight-brake, 
209 
Time to compress air from 
to 90 lb. with 9^in. 
and 11-in. compressors, i i 
63 1 1 

Train " air-signaling sys- ' 

tem, 424 
Triple valve, Development 

of freight-brake, 174 • i 

valve. Development of ! 
passenger, 210 i 

valve. Diagrammatic 
views of L, 227 



INDEX 



Triple valve, Functions of, 
170 

valve, H-1 (F-36) quick- 
action, freight, 179 

valve, H-2 (H-49) quick- 
action, freight, 181 

valve, K-1, 186 

valve, K-2, 188 

valve, L-l-B quick-ac- 
tion, passenger, 215 

valve, L-2-A quick-ac- 
tion, passenger, 217 

valve, L-3 quick-action, 
passenger, 220 

valve, Operation of quick- 
action, 183 

valve, P-1 (F-27) quick- 
action, passenger, 212 

valve, P-2 (F-29) quick- 
action, passenger, 213 

valve, Spring identifica- 
tion of type H quick- 
action, 182 

valves. Cleaning, 244 

valves, Comparison of 
plain and quick-action, 
185 

valves. Comparison of 
types K and H-1 (F-36), 
202 

valves, Features of type 
K, 182 

valves. Features of type 
L, 223 

valves for locomotives, 
tenders, and cars of 
different weights, 246 

valves. Freight-brake, 174 

valves, Operation of type 
K, 196 

valves. Spring identifica- 
tion of type K, 192 

valves, Spring identifica- 
tion of type L, 222 

valves. Spring identifica- 
tion of type P, 215 



Triple valves. Styles of 
type L, 222 

Truck-hose connection, 407 

Twin-cylinder-type freight- 
car equipments, 23 

Type B driver-brake cy- 
linders, 332 
C driver-brake cylinders, 

334 
C, 8" X 12", freight-brake 
cylinder and reservoir 
combined, 355 
C, 10''xl2", freight-brake 
cylinder and reservoir 
combined, 355 

C, 8" X 12", freight-brake 
cylinder and reservoir 
4etacHed, 356 

D, 10"xl2", freight-brake 
cylinder and reservoir 
detached, 358 

M passenger brake cylin- 
ders, 345 
S-4 compressor governor, 

91 
SD-5 compressor gover- 
nor, 96 
SF-5 compressor gover- 
nor, 98 

V 
Vent valve. Brake-pipe, 
248 

W 
Water-distributing system, 
433 
-distributingvalve. Spring 
identification for, 437 
Weight, dimensions, and 
capacity of Westing- 
house air compressors, 
50 
Weights of compressor 
governors, 90 
of hose, couplings, and 
fi.ttings, 409 



The Westinghouse Air- 
Brake Handbook 

AIR-BRAKE EQUIPMENT 



EQUIPMENT AND SCHEDULES 

The air-brake and air-signal equipments manufactured by 
the Westinghouse Air-Brake Company are divided into so 
many classes and each class contains so many devices that a 
positive means of identification is necessary in order to facili- 
tate the ordering of apparatus. The scheme of identification 
adopted is given in the accompanying tables. It will be noticed 
that each equipment is given a designating symbol or schedule — 
such as EJ, A-1, AD, etc., for locomotive equipment. 

When the No. 6 ET equipment is used in passenger serv^ice 
or in helper service or with Mallet locomotives, a quick-action 
cap, Pc. No. 16,528, is recommended for the distributing valve. 

When schediile SWB is used on tenders equipped with 
schedule HK or PK, the cylinder head must be properly drilled 
and tapped for combined automatic and straight-air brake, 
unless the triple valve is placed on a bracket. If the tender is 
equipped with a high-speed reducing valve, the safety valve 
may be omitted. Tender brake cylinders are not furnished 
with slack adjuster connection nor arranged for use with 
straight-air brake schedule SWB, unless specified in the order. 

For double-pressure control, one E-1 safety valve, Pc. No. 
10,526, should be ordered in addition to the proper schedule, 
and at an extra charge. 

For locomotives in double-heading service and in helping 
service, it is recommended that a brake-pipe vent valve, Pc. No. 
15,280, be included in the locomotive brake equipment, with 
10 in. by 24 in. reservoir and a 1-in. centrifugal dirt collector, 
Pc. No. 36,454. An extra charge is made for these. The vent 



2 AIR-BRAKE EQUIPMENT 

valve is less sensitive than a quick-action triple valve and is far 
less liable to cause undesired quick action. 

The empty-and-load brake equipment provides a higher per- 
centage of braking power throughout a loaded train than does 
the standard quick- action brake, thereby greatly increasing 
tonnage capacity on grades and eliminating the tendency to 
shocks and stresses in mixed trains of loads and empties. 

A list of the apparatus included in each equipment is given 
in the tables as indicated in the following condensed index: 

CONDENSED INDEX TO EQUIPMENTS AND 
SCHEDULES 

Locomotive Page 

Engine and Tender 

Schedule, No. 6, ET 4 

Engine, Without Truck Brake 

Schedule, A-1 6 

Engine, With Truck Brake 

Schedule, AD 8 

Engine, With Truck Brake and Apparatus for High and 
Low Pressures 

Schedule, AG 10 

Truck 

Schedules, D-68, D-87, D-812, D-108. D-1,010, 
. D-1,012, D-128 12 

Schedule, D-2 12 

Double-Pressure Control 

Schedule, U 13 

Straight Air Brake (Engine) 

Schedule, SWA 14 

Straight Air Brake (Tender) 

Schedule, SWB 14 

Tender (Passenger) 

Schedules, HK-812, PK-1,012, PK-1,212, PK-1,412, 

PK-1,612 15 

Tender (Freight and Switch) 

Schedules, FL-812, FL-1,012, FL-1.212, FL-1,412, 
FL-1,612 16 



AIR-BRAKE EQUIPMENT 3 

Passenger Car 
Standard PM 

Schedules, PM-1,012, PM-1,212, PM-1,412, PM-1,612 17 
Standard LN 

Schedules, LN-1,012, LN-1,212. LN-1.412, LN-1,612, 

LN-1,812 18 

Standard PC 

Schedules, PC-2-14, PC-2-16, PC-2-18 19 

Air Signal 
Locomotive 

Schedules, J and L 20 

Car 

Schedule, K 20 

Freight Car 
Standard 

Schedules, KC-68, KC-88, KC-812, KC-1,012 21 

Schedules, KD-68, KD-88, KD-812, KD-1,012 21 

Old Standard 

Schedules, HC-68, HC-88, HC-812, HC-1,012 22 

Schedules, HD-68, HD-88, HD-812, HD-1,012 22 

Twin Cylinder (Standard) 

Schedule, KD-2-68 23 

Twin Cylinder (Old Standard) 

Schedule, HD-2-68 23 

Empty and Load 

Schedules, KCE-88, KCE-810. KCE-108, KCE-1,010. 

KCE-1,012 24 

Schedules, KDE-88. KDE-810, KDE-108, KDE-1,010 

KDE-1,012 25 

Brake Cylinders for Schedules A-1, AD, and AG Equip- 
ments 26 

Driver, Truck, and Tender Brake Cylinders for No. 6 ET 
Equipment 28 



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AIR COMPRESSORS 29 

AIR COMPRESSORS 



TYPES OF COMPRESSORS 

INTRODUCTION 

The first air compressor employed in connection with air 
brakes, was a Cameron, steam-driven water pump, in which 
the hydrauUc cylinder was replaced by an air cylinder. This 
pump demonstrated the practicability of operating brakes by 
means of compressed air. The 6-in. compressor was the first 
successful air compressor operated by steam that was furnished 
as a part of the air-brake system. This type served its purpose 
for several years, when the demand for greater pump capacity 
brought forth the 8-in. compressor as its successor. This 
provided sufficient pump capacity for a considerable period, 
but eventually was succeeded by the 9^-in. compressor. Still 
further demand for increased capacity brought out the 11-in. 
compressor, and later, the 8^-in. cross-compound compressor. 
The success of this cross-compound compressor in air-brake 
service, was such that a larger compressor of the same type, 
known as the 10^-in. cross-compound compressor, was designed 
for industrial service. The original 8-in. air compressor, now 
obsolete, was an 8"X7|''X9" air compressor. This means 
that it had an 8-in. steam cylinder, a 7|-in. air cylinder, and 
a 9-in. stroke. The valve mechanism was in the side of the 
steam cylinder instead of in the top cylinder head. The new 
standard 8-in. compressor is an 8'' X 8" X 10" compressor, and 
has the same style of valve mechanism as the 9^-in. and the 
11-in. compressors. 

8-IN. AIR COMPRESSOR 

The new standard 8"X8"X10" air compressor is shown in 
Fig. 1 ; the view (a; being a side view showing a vertical cross- 
sectional view of the main valve and bushing, and the other a 
vertical sectional view of the compressor showing the back 
half. The compressor weighs 450 lb. The lift of the air 
valves is ^-in. for all valves. 



30 AIR COMPRESSORS 

When ordering this compressor or ordinary parts of one, the 
piece number, reference number, and name of the part wanted 
should always be given. The piece number of a 8"X8"X10" 
air compressor complete is 11,379; the numbers of the various 
parts are given in the accompanying list. 

Pc. No. Ref. No. Name of Part 

11,380 2 Top head, complete, includes one each 14, 
15, 16, 17. 18, 25, 26, 27, 28, 29, 
eight of 48. 

11.382 3 Steam cylinder, complete, includes one 

each 34, 35, 36, 37, 38, 58, 59, two each 
57, 60, four of 61. 
11,384 4 Center piece, complete, includes one each 
|-in. pipe plug and 55, two each of 40, 
41, 42. 

11.383 5 Air cylinder, complete, includes one each 

34, 35. 36, 53, two each 31, 32, 33, 

four of 30. 
Lower head, includes 54. 
Steam piston and rod, includes one of 11 

and two each of 9, 10, and 12. 
Air piston, includes two of 80. 
Piston ring. 
Piston-rod nut. 
Reversing-valve plate. 
Reversing-valve-plate bolt. 
Reversing-valve rod. 
Reversing valve. 
Reversing-valve-chamber bush. 
Reversing-valve-chamber-cap. 
Main-valve bush. 
Main-valve pistons and stem, complete, 

includes 19, 21, 23, and four of 24. 
Large main-valve piston, includes two of 

20. 
Large main-valve piston ring. 
Small main-valve piston, includes two of 

22. 
Small main-valve-piston ring. 
Main-valve stem. • 
Main -valve-stem nut. 
Main valve. 

Right main-valve cylinder head. 
Left main-valve cylinder head. 
Right main- valve head gasket. 

♦Piece No. 11,387 covers steam piston with standard steel 
rod. If piston with chrome vanadium steel rod is desired, specify 
Piece No. 24,583. 



11,385 


6 


*11,387 


7 


7,255 


8 


4,629 


9 


1,557 


10 


1,925 


11 


12,068 


12 


1,928 


13 


1.868 


14 


31,253 


15 


1,869 


16 


31,251 


17 


2,194 


18 


5,167 


19 


1,865 


20 


5.168 


21 


1,866 


22 


1,861 


23 


1.864 


24 


1,867 


25 


1,873 


26 


5,166 


27 


V,876 


28 



AIR COMPRESSORS 



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AIR COMPRESSORS 



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AIR COMPRESSORS ' 33 

Pc. No. Ref. No. Name of Part 

Left main-valve head gasket. 

Air valve. 

Air-valve seat. 

Air-valve cap. 

Air- valve cage. 

li-in. union stud. 

li-in. union nut. 

Ij-in. union swivel. 

1-in. steam-pipe stud. 

Governor-union nut. 

1-in. steam-pipe sleeve. 

Stuffingbox. 

Stuffingbox nut. 

Stuffingbox gland. 

Piston-rod packing (vulcabeston) , sei: 

(sufficient for two stuffingboxes) . 
|-in, pipe plug. 

f in.X2| in. T-head bolt and nut. 
f in.X2| in. T-head bolt and nut. 
I in.X7i in. T-head bolt and nut. 
I in.Xli in. main-valve head capscrew. 
Upper steam-cylinder gasket. 
Lower steam-cylinder gasket. 
Upper air-cylinder gasket. 
Lower air-cylinder gasket. 
Air strainer. 
Cylinder-head plug. 
Oil cock. 
Piston-rod swab. 
Drain cock. 

Steam-cylinder lagging set. 
Steam-cylinder jacket. 
Steam -cylinder-jacket bands. 
Jacket-band screw, j^ in.Xi^ in. 
Packing-nut wrench. 
T-head bolt and nut, | in.X2f in. 
Air-piston ping. 

The list given applies only to standard 8-in. air compressor 
having air cylinder 8 in. in diameter. Orders for repair parts 
for special 8-in. compressors having air cylinder other than 
8 in. in diameter, or with water-jacket, should omit piece 
number, but give reference number, name of piece, and either 
diameter of air cylinder or serial number on name plate of 
compressor. 



1,877 


29- 


31.388 


30 


8,795 


31 


7,076 


32 


7,073 


33 


1,882 


34 


1.883 


35 


1,884 


36 


1.885 


37 


1,886 


38 


*1.950 


39 


1.912 


40 


1,914 


41 


1,913 


42 


2,090 


43 


1,635 




24.937 


45 


13,172 


46 


13.170 


47 


1.878 


48 


11.389 


49 


11,390 


50 


11,391 


51 


11.391 


52 


12.659 


53 


1,919 


54 


*1,916 


55 


15,038 


56 


1,887 


57 


13,168 


58 


13,166 


59 


13,167 


60 


1,898 


61 


15,551 


62 


24.937 


66 


4,629 


80 



* Furnished only when specially ordered, when governor is not 
to be attached directly to compressor. 



34 * AIR COMPRESSORS 

When this compressor is ordered complete, for industrial, or 
other than railroad-brake service, order should so state, and 
specify Piece No. 19,392. When so ordered, packing and cap- 
nut wrench, Piece No. 1,935 (instead of Piece No. 15,551), 
air- valve-seat wrench, Piece No. 7,188, air- valve-cage wrench. 
Piece No. 7,189, and wrench for |-in. nuts. Piece No. 11,392, are 
included with the compressor without extra charge. 

Operation of Steam Cylinder. — When the pump is at rest, the 
pistons generally settle to the bottom of their cylinders and 
the reversing plate strikes against the button on the reversing 
rod and pulls the reversing valve into lowest position. When 
steam is admitted to the pump, it enters the main-valve bush- 
ing, and, as the area of the large piston is greater than that 
of the small piston, forces the main valve to the right, passes 
into the cylinder below the piston, and forces the piston 
upwards. Any steam above the piston will exhaust to the 
atmosphere through the exhaust pipe. As the steam piston 
nears the end of its upward stroke, the top of the reversing 
plate strikes the shoulder on the reversing rod and forces the i 
reversing valve upwards. This permits steam to enter the 
chamber at the right of the large piston and balance the ' 
pressure on the piston W of the main valve, and the pressure 
on this piston W then forces the main valve and the slide 
valve to the left until the cavity of the slide valve connects 
the steam to the lower end of the cylinder port with the 
exhaust port. The steam port to the upper end of the cylin- 
der is uncovered and steam flows into the steam cylinder 
above the steam piston, forcing the piston downwards. The 
steam below the piston flows through the steam ports and the 
cavity in the slide valve, and out of the exhaust. As the piston 
nears the end of its downward stroke, the bottom of the revers- 
ing plate strikes the button on the reversing rod and pulls the 
rod and reversing valve to their lowest positions. This move- 
ment exhausts the steam from the chamber to the right of the 
piston 20 and allows the main valve to move the slide valve to 
the right, thus permitting steam to pass underneath the piston 
and force it upwards. 

Operation of Air Cylinder. — When the air piston makes an 
upward stroke, it produces a partial vacuum below it, while 



AIR COMPRESSORS 



35 




Fig. 2 (a) 



36 



AIR COMPRESSORS 



48. 27 29 22 18 20 28 2f> 




Pig. 2 (6) 



AIR COMPRESSORS 37 

the air above is compressed. Air then flows in through the 
screened air inlet and passes downwards through the receiving 
valve into the lower end of the air cylinder, filling it with air at 
atmospheric pressure. The air that is compressed above the 
piston holds the receiving valve on its seat, and passes out 
through the discharge valve to the main reservoir. On the 
downward stroke of the air piston, a partial vacuum is formed 
above, and the air is compressed below it. Air then flows in 
through the air inlet, passes through the receiving valve, and 
fills the upper part of the cylinder with air at atmospheric 
pressure. As the air is compressed below the piston, it holds 
the receiving valve on its seat and passes out through the 
discharge valve to the main reservoir. 

9HN. AIR COMPRESSOR 

The 9V'X9|''X 10'' compressor, Fig. 2, is made in two styles, 
right-hayided, and right-and-left-handed. The latter is furnished 
only when specially ordered. The compressor weighs 550 lb., 
the lift of all air valves is ^ in., and the capacity is 49 cu. ft. 
at 120 single strokes per minute. The operation is the same 
as the operation of the 8-in. compressor. Normal speed, 
120 single strokes per minute. When ordering, the piece 
number, reference number, and name of the part wanted 
should always be given. The piece number of a right-hand 
9|-in. air compressor complete is 51,477; of a right-and-left- 
hand 9|-in. air compressor complete, it is 51,496. The numbers 
of the various parts are given in the accompanying list. 

Pc. No. Ref. No. Name of Part 

1,853 2 Top head, complete, includes one each of 
14, 15, 16, 17, 18, 25, 26, 27, 28, 29, 46, 
eight of 48. 
* 1,880 3 Steam cylinder, complete, includes one 
each of 34, 35, 36, 37, 38, 58, 59, 104, 
three of 57, four of 61, |-in. pipe plug 
and ^-in. pipe plug. 
tl,958 3 Steam cylinder, complete, includes one 
each of 34, 35, 36, 37, 38, 58, 59, 60. 
104, two of 57, four of 61. 
1,910 4 Center piece, complete, includes one of 55, 

two each of 40, 41, 42. 

*For right-hand compressor. 

tFor right-and-left-hand compressor. 



k 



38 AIR COMPRESSORS 

No. Name of Part 

Air cylinder, complete, includes one each 
of 34, 35, 36, 53, two each of 31, 32, 33. 

four of 30. 
Lower head, includes 54. 
Steam piston and rod, includes 11, and 

two each of 9, 10, and 12. 

Air piston, includes two of 80. 

or 80, Piston ring. 

Piston-rod nut. 

Reversing- valve plate. 

Reversing- valve-plate bolt. 

Reversing- valve rod. 

Reversing valve. 

Reversing- valve-chamber bush. 

Reversing- valve-chamber cap. 

Main-valve bush. 

Main-valve pistons and stem, complete, 

includes 19, 21, 23, and four of 24. 
Large main-valve piston, includes two of 

20. 
Large main- valve-piston ring. 
Small main-valve piston, includes two of 

22. 
Small main-valve piston ring. 
Main- valve stem. 
Main- valve-stem nut. 
Main slide valve 
Right main- valve cylinder head. 
Left main- valve cylinder head. 
Right main- valve head gasket. 
Left main-valve head gasket. 
Air valve. 
Air- valve seat. 
Air- valve cap. 
Air- valve cage, 
li-in. union stud. 
1^-in. union nut. 
1^-in. union swivel. 
1-in. steam-pipe stud. 

Governor-union nut. ^^^^ 

1-in. steam-pipe sleeve. ^^^^B 

Stuffingbox. H^H 

Stuffingbox nut. 
Stuffingbox gland. 

*Piece No. 51,480 covers steam piston with standard steel 
rod. If steam piston with chrome vanadium steel rod is 
desired, orders should so specify and Piece No. 51,526, will be 
furnished for this item, but at an additional charge. 

tFurnished only when specially ordered, when governor is 
not to be attached directly to compressor. 



Pc. No. 


Ref. 


1,901 


5 


5,165 


6 


1 


7 


*51,480 


8 




. 9 


1,557 


10 


1,925 


11 


12,068 


12 


1,928 


13 


1,868 


14 


31,253 


15 


1,869 


16 


31,251 


17 




18 




19 


' 


20 




21 




22 


1,861 


23 


1,864 


24 


1,867 


25 


1,873 


26 


5,166 


27 


1,876 


28 


1,877 


29 


24,396 


30 


8,430 


31 


1,906 


32 


1,904 


33 


1,882 


34 


1,883 


35 


1,884 


36 


1,885 


37 


1.886 


38 


tl,950 


39 


1,912 


40 


51,344 


41 


1,913 


42 



AIR COMPRESSORS 



39 



Pc. No. 
2,090 

1,933 
1,879 
1,934 
1,878 
1,929 
1,930 
1,931 
1,930 
tl2.659 
1,919 
1.916 
15,038 

1,887 
tl,897 



Ref. No. Name of Part 

43 Piston-rod packing (Vulcabeston) set (suf- 
ficient for two stuffingboxes) . 

45 Capscrew, f in. X If in. 

46 Capscrew, f in. X2 in. 

47 Capscrew, f in. XQi in. 

48 Main- valve head capscrew, | in. Xli in. 

49 Upper steam-cylinder gasket. 

50 Lower steam-cylinder gasket. 

51 Upper air- cylinder gasket. 

52 Lower air- cylinder gasket. 

53 Air strainer. 

54 Cylinder-hea d plug. 

55 Oil cock. „ „ 

56 Piston-rod ^^rP'PE 6 2 PIPE 



57 
58 



*1,962 58 



1,894 
tl,895 



*1,961 60 



1.898 61 



15,551 62 

18,728 



*8,727 

1,933 

*1,896 

tl,961 



66 
104 
104 



Piston -rod 
swab. 

Drain cock. 

Steam-cylin- 
der lagging 
set. 

Steam-cylin- 
der lagging 
set. 

Steam-cylin- 
der jacket. 

Upper steam- 
c y 1 i n d e r- '3 'S 

jacket band. 
Upper steam- 

cylinder- 

jacketband. 

Jacket -band 
screws, t& 

in.XiT in. 

Packing- nut 

wrench. 

li-in. pipe 

plug. 

1^-in. pipe plug. 

Capscrew, f in.Xlf in. 

Lower steam-cylinder jacket band. 

Lower steam-cylinder jacket band. 




Fig. 2 (c) 



Right-and-left-hand 9-2-in. compressor arranged with double 
steam and exhaust connections may be ordered. 

When a suction strainer of greater capacity than that reg- 
ularly included with the compressor is desired, order the 
strainer, Piece No. 54,780. Net weight of strainer, 23 lb., 

tFor right-hand compressor. 

*For right-and-left-hand compressor. 



40 AIR COMPRESSORS 

including 15 oz. pulled curled hair. Names of parts: 52,693-2, 
head complete, includes two of 53,694-3 shell, 56,603-4 strainer 
case, 27,906-5 f'X2i"stud and nut, 54,781-6 2'' X 1|'' bushing. 
This strainer, Fig. 2 (c), with No. 6 omittedmay be used 
with the 8|-in. cross-compound compressor. 
11-IN. AIR COMPRESSOR 
The pump shown in Fig. 3 is a 11"X11"X12" compressor. 
It is of the same construction as the 8-in. and 9^-in. pumps and 
operates in the same manner. The compressor weighs 850 lb. 
All air valves have a lift of g^ in. 

When ordering this compressor or ordinary parts of one, 
the piece number, reference number, and name of the part 
wanted should always be given. The piece number of the 
11-in. air compressor complete is 3,679; the numbers of the 
various parts are given in the accompanying list. 
Pc. No. Ref. No. Name of Part 

3,648 2 Top head, complete, includes one each of 
14, 15, 16, 17, 18, 25, 26, 27, 28, 29, 82, 
ten of 48. 
3 649 3 Steam cylinder, complete, includes one 
each of 101, 102, 57, 58, 59, 103, 37, 38, 
two of 60, four of 61, Ij-in. pipe plug, 
and 2-in. pipe plug. 
3,650 4 Center piece, complete, includes one of 

55, two each of 40, 41, 42, and 57. 
3,653 5 Air cylinder, complete, includes one each 
of 34, 35, 36, 53, two each of 31, 33, 32, 
four of 30. 
5,170 6 Lower head, includes 112. 

f 7 Steam piston and rod, includes one each 
*r^i A7Q J of 10, 11, 79, 81, two of 9, and three of 12. 

Oi,^/,3 < g ^-j. piston, includes two of 80. 
19 or 80, Piston ring. 
Piston-rod nut. 
Reversing- valve plate. 
Reversing- valve-plate bolt. 
Reversing- valve rod. 
Reversing valve. 
Reversing- valve-chamber bush. 
Reversing- valve-chamber cap. 
Main- valve bush. 

Main- valve pistons and stem, complete, in- 
cludes one each of 19, 21, 23, and four of 24, 

*Piece No. 51,473 covers steam piston with standard steel rod. 
If piston with chrome vanadium steel rod is i^desired, order 
Piece No. 24,585, but at additional price. 



1,590 


10 


1,688 


11 


12,065 


12 


1,709 


13 


1,706 


14 


31,404 


15 


1,710 


16 


31,402 


17 




|1S 



AIR COMPRESSORS 



41 




isreF— ®® 



Fig. 3 (a) 



42 



AIR COMPRESSORS 



ST£AM 
INLET 




AIR COMPRESSORS 43 

Pc. No. Ref. No, Name of Part 

\ 19 Large main- valve piston, includes two of 20. 

Large main- valve piston ring. 

Small main-valve piston, includes two of 22 

Small main- valve piston ring. 

Main- valve stem. 

Main- valve- stem nut. 

Main slide valve. 

Right main- valve cylinder head. 

Left main- valve cylinder head. 

Right main- valve head gasket. 

Left main- valve head gasket. 

Air valve. 

Air- valve seat. 

Air- valve cap. 

Air- valve cage. 

Air- discharge stud. 

Air- discharge union nut. 

Air- discharge union swivel. 

1-in. steam-pipe stud. 

Governor-union nut. 

1-in. steam-pipe sleeve. 

Stuffingbox. 

Stuffingbox nut. 

Stuffingbox gland. 

Piston-rod packing (Vulcabeston) set (suf- 
ficient f o r two stuffingboxes) . 

Upper steam-cylinder gasket. 

Short T-head bolt, f in.X2f in., and 
hexagon nut. 

Long T-head bolt, | in.XSi in., and 
hexagon nut. 

Main-valv e-head capscrew, | in.Xla in. 

Lower ste am-cylinder gasket. 

Upper air- cylinder gasket. 

Lower air- cylinder gasket. 

Air strainer. 

Cylinder- head plug. 

Oil cock. 

Piston-rod swab. 

Drain cock. 

Steam- cylinder lagging set. 

Steam- cylinder jacket. 

Steam- cylinder- jacket band. 

Jacket-band screw, j^g in.Xi^ in. 

Packing-nut wrench. 

T-head bolt, and nut, | in.X2| in. 

Piston-rod cotter. 

Piston-rod jam nut. 

* Furnished only when specially ordered, when governor is 
not to be attached directly to compressor. 





|20 




121 




[22 


1,696 


23 


2,052 


24 


1,707 


25 


1,599 


26 


5,169 


27 


1,716 


28 


1,715 


29 


29.177 


30 


8,269 


31 


1,697 


32 


1,708 


33 


1,882 


34 


1,883 


35 


1,884 


36 


1,885 


37 


1,886 


38 


*1,950 


39 


1.702 


40 


61,343 


41 


1,703 


42 


4,862 


43 


1,711 


44 


3,661 


45 


3,662 


46 


1,759 


48 


1,712 


50 


1,713 


51 


1,714 


52 


12,659 


53 


1.919 


54 


1,916 


55 


17,582 


56 


1,887 


57 


9,584 


58 


9,582 


59 


9,583 


60 


1,898 


61 


15,496 


62 


3,661 


66 


1,589 


79 


1,591 


81 



44 AIR COMPRESSORS 

Pc. No. Ref. No. Name of Part 

31,405 82 Reversing- valve-rod bush. 

3.269 91 Short capscrew, f in.X2 in. 

3.270 92 Long capscrew, f in. X2f in. 

2.682 101 Exhaust stud. 
2,684 102 Exhaust-union nut. 

2.683 103 Exhaust-union swivel. 
8,728 li-in. pipe plug. 
8,726 2-in. pipe plug. 

Standard 11-in. air compressor has steam- and exhaust-pipe 
connections similiar to those of the so-called right-and-left - 
hand 9|-in. compressor, and it can therefore be installed on 
either side of the locomotive with equal facility. 

The list given applies only to standard 11-in. air compressor 
having air cylinder 1 1 in. in diameter. Orders for repair parts 
for special 11-in. compressors having air cylinders other than 
11 in. in diameter, or with water-jacket, should omit piece 
number, but give reference number, name of piece, and either 
diameter of air cylinder or serial number on name plate. 

When this compressor is ordered complete, for industrial, or 
other than railroad-brake, service order should so state, and 
specify Piece No. 19,394. When so ordered, packing and 
cap-nut wrench. Piece No. 2,482 (instead of Piece No. 15,496), 
air-valve-seat wrench. Piece No. 2,485, air-valve-cage wrench. 
Piece No. 2,483, and wrench for f-in. capscrews, Piece No. 1,938, 
are included with the compressor, without extra charge. 

81-IN. CROSS-COMPOUND AIR COMPRESSOR 
Piston-Valve Type. — The 8|-in. cross-compound air com- 
pressor, shown in Fig. 4, is of the Siamese type, having two 
steam and two air cylinders arranged side by side respectively. 
The steam cylinders are at the top. The high-pressure steam 
cylinder is 8^ in. in diameter, the low-pressure 14^ in. in diam- 
eter, and the stroke is 12 in. The low-pressure air cylinder is 
14f in. in diameter and the high-pressure air cylinder, 9 in. in 
diameter. The valve gear is on the top head of the high- 
pressure steam cylinder and is of a design similar to that of 
the 9^-in. and 11-in. pumps. 

The high-pressure steam piston with its hollow rod contains 
th€ re versing- valve rod that operates the reversing valve and, 







M 


LKV 




J^^^^mxaiira ■' 




«^g3]L_ll V 




V r 1 . II l^ ? 


1 1 






5&-^4- 




\ 


''v^ 


0/J 


i 

o 




1 


' 0/ 




c- ^C 









i 



AIR COMPRESSORS 45 

thus, the main valve and its slide valve, which controls steam 
admission to, and exhaust from, both the high- and low-pressure 
steam cylinders. The low-pressure steam and high-pressure 
air pistons are connected by a solid piston rod, having no 
mechanical connection with the valve gear, being simply 
floating pistons. 

The valve gear and its operation are essentially the same as 
those of the 9i- and 1 1-in. pumps. The reversing valve performs 
the same duties and is operated by the reversing-valve rod in 
the same manner as that of the 9|- and 11-in. pumps. 

The main slide valve is provided with the usual exhaust 
cavity and four elongated steam ports in its face. The two 
outer and one of the intermediate ports communicate with 
two cored passages extending longitudinally in the valve and 
serve to make the proper connection between the high- and 
low-pressure cylinders during the expansion of steam from one 
to the other. The remaining port controls the admission of 
steam to the high-pressure cylinder. The cavity governs the 
exhaust from the low-pressure cylinder to the atmosphere. 

The valve seat has five ports. Of these the two back ones 
lead to the bottom and top ends, respectively, of the high-pres- 
sure cylinder; the first and third ports to top and bottom ends 
of the low-pressure cylinder, and the second port to the exhaust. 

The steam cylinders are compounded. Steam from the 
boiler is admitted into the high-pressure cylinder. After doing 
its work, it is delivered to the low-pressure cylinder where it 
is expanded again and is then exhausted to the atmosphere. 
The air cylinders, also, are compounded. Free air is taken 
out the larger air cylinder and by compression is forced into 
the smaller cylinder where it is compressed to main-reservoir 
pressure and forced into the reservoir. 

The compressor is designed for 200 lb. steam pressure, 
working against 140 lb. air pressure. Its normal speed under 
those conditions is 131 single strokes per min., and its displace- 
ment is 150 cu. ft. per min. The weight of the pump is 1,500 lb. ; 
the lift of all air valves is -^ in. 

The piece number of the 8^-in. cross-compound air com- 
pressor is 39,668; the numbers of the various parts are given in 
the accompanying list. 



46 AIR COMPRESSORS 

Pc. No. Ref. No. Name of Part 

40,332 Top head, complete, includes one each of 2, 

22, 24, 25, 33, 35, 61, 62, four each of 34 

and 36. 
23,616 2 Top head, bushed, includes 23, 87, 106, 

107. 
11,312 3 Steam cylinders, complete, includes one 

each of 63, 77, 78, two of 79, six of 91. 
20,503 4 Center piece, complete, includes one of 65, 

two each of 37, 39, 43, 44, 46, 47, 64, 76, 

four each of 53, 54, 55. 
12,417 5 Air cylinders, complete, includes one each 

of 41, 42, 49, 50, 89. 
20,632 6 Lower head, complete, includes one of 65, 

two each of 38, 40, 45, 48, 67. 

39.664 7 High-pressure steam piston and rod, com- 

plete (vanadium steel), includes one 
each of 15, 16, 17, 18, two of 11, three 
of 19. 

39.665 8 Low-pressure steam piston and rod, com- 

plete (vanadium steel), includes one 
each of 15, 16, 17, two of 12. 
39,667 9 Low-pressure air piston, includes two of 
13. 

39.666 10 High-pressure air piston, includes two of 

14. 

High-pressure steam-piston ring. 

Low-pressure steam-piston ring. 

Low-pressure air-piston ring. 

High-pressure air-piston ring. 

Piston-rod nut. 

Piston-rod jam nut. 

Piston-rod cotter. 

Reversing- valve plate. 

Reversing- valve-plate bolt. 

Reversing- valve rod. 

Reversing valve. 

Reversing- valve-chamber bush. 

Reversing- valve-chamber cap. 

Piston valve, complete, includes one each 
of 30, 117, 118, 119, 120, two each of 27, 
29, six of 28. 

Large piston- valve ring. 

Exhaust-piston-valve ring. 

Small piston-valve ring. 

Piston-valve bolt, complete, includes two 
of 31. 

Piston- valve-bolt nut. 

Large piston- valve cylinder head. 

Large piston-valve cylinder-head cap- 
screw, I in. X 1 2 in. 
39,669 35 Small piston- valve cylinder head, bushed. 



11,276 


11 


11.278 


12 


11,278 


13 


11,277 


14 


12,136 


15 


12,137 


16 


1,018 


17 


1,688 


18 


12,065 


19 


20,103 


21 


1,706 


22 


31.328 


23 


13,302 


24 


45,583 


25 


34,762 


27 


34,764 


28 


34,763 


29 


20,591 


30 


1,625 


31 


20,565 


33 


1,759 


34 



AIR COMPRESSORS 47 

Pc. No. Ref. No. Name of Part 

1,759 36 Small piston- valve cylinder-head cap- 
screw, f in.Xll in. 

Upper inlet valve. 

Lower inlet valve. 

Upper intermediate valve. 

Lower intermediate valve. 

Upper discharge valve. 

Lower discharge valve. 

Upper inlet- valve seat. 

Upper inlet-valve-chamber cap. 

Lower inlet-valve cage. 

Upper intermediate- valve seat. 

Upper intermediate- valve cap. 

Lower intermediate-valVe cage. 

Upper discharge- valve cap. 

Lower discharge-valve cage. 

Stuffingbox. 

Stuffingbox nut. 

Stuffingbox gland. 

Air-cylinder lubricator. 

Upper steam-cylinder gasket. 

Lower steam-cylinder gasket. 

Upper air-cylinder gasket. 

Lower air-cylinder gasket. 

Small piston-valve cylinder-head gasket. 

Large piston-valve cylinder-head gasket. 

i-in. drain cock. 

^-in. drain cock. 

Air strainer. 

Lower head plug. 

Piston-rod swab. 

Top head-bolt and nut, f in.XSf in. 

T-head bolt and nut, | in.X2| in. 

T-head bolt and nut, | in.X2| in. 

T-head bolt and nut, f in.X2f in. 

T-head bolt and nut, f in.X2| in. 

T-head bolt and nut, f in.XSf in. 

Guard plate for upper intermediate 
valves. 

Lagging. 

Jacket. 

Jacket band. 

Packing-nut wrench. 

Piston-rod packing (Vulcabeston) set (suf- 
ficient for two stuffingboxes) . 

Reversing- valve-rod bush. 

Upper discharge-valve seat. 

Jacket-band screw. 

T-head bolt and nut. f in.XSi in. 

T-head bolt and nut, f in.Xo in. 

T-head bolt and nut, f in. X5x in. 



29,177 


37 


29,177 


38 


24,396 


39 


24,396 


40 


29,177 


41 


29,177 


42 


20.623 


43 


1,697 


44 


1,708 


45 


8,430 


46 


1,906 


47 


1,904 


48 


1,697 


49 


1,708 


50 


1,702 


53 


51,343 


54 


1,703 


55 


21,414 


56 


11,227 


57 


11,227 


58 


11,310 


59 


11.310 


60 


20,561 


61 


20.560 


62 


1,887 


63 


7,716 


64 


12.124 


65 


1,919 


67 


17,582 


68 


32,608 


69 


12,146 


71 


12,146 


72 


12,146 


73 


12,146 


74 


12,150 


75 


17,990 


76 


11,315 


77 


11,313 


78 


11,314 


79 


15,496 


82 


4.862 


86 


31,329 


87 


8,269 


89 


1,898 


91 


12,148 


92 


12,152 


93 


25,092 


94 



48 AIR COMPRESSORS 

Pc. No. Ref. No. Name of Part 

*21,497 Lubricator, bracket, and pipe connections, 

complete, includes one each of 99, 103, 
104, two of 56, four each of 100, 101, 102. 
21,439 99 Lubricator bracket. 

21,595 Oil-pipe union-connection, complete, in- 

cludes 100, 101, and 102. 
20,470 100 Union stud. 
2,001 101 Union nut. 
1,892 102 Union swivel. 
21,597 103 Oil pipe to low-pressure air cylinder. 
52,291 104 Oil pipe to high-pressure air cylinder. 
25,848 106 Piston-valve bush. 
25,847 107 Large piston bush._ 

36.239 Large piston portion with rings, includes 

one each of 28 and 117, and two of 27. 
20,583 117 Large piston portion, less rings. 

36.240 Exhaust-piston portion with*rings, includes 

one of 118 and four -of 28. 
20,585 118 Exhaust-piston portion, less rings. 
45,206 Small piston portion with rings, includes 

28, 119, and two of 29. 
45,201 119 Small piston portion, less rings. 
54,693 120 Small piston valve cylinder cover bush. . 
20,556 123 i^'^xr cotter. 

Operation of Compressor. — While steam is being admitted 
to the bottom end of the high-pressure cylinder, forcing the 
piston upwards, the piston valve opens the bottom end of 
the low-pressure cylinder to the exhaust; also the cored passages 
in the piston valve connect the top end of the high-pressure 
cylinder to the top end of the low-pressure cylinder, thus 
allowing the steam above the high-pressure piston to expand 
into the low-pressure cylinder and force the piston downwards. 
During this time, free air is taken into the bottom end of 
the low-pressure air cylinder, while that in the top end is 
compressed into the high-pressure cylinder to about 40 lb. 
A similar increase obviously takes place in the pressure above 
the high-pressure air piston, which exerts a downward force 
on that piston the same as does the steam above the low- 
pressure steam piston. On the lower side of the high-pressure ^ 
air piston, the air under compression to the main reservoir 
exerts a resistance equal to the area of the piston times the 



I 



*When air-cylinder lubricator is to be mounted on the boiler 
head or inside of the locomotive cab, state so and specify Piece 
No. 21,984 instead of Piece No. 21,497. 



AIR COMPRESSORS 



49 



main-reservoir pressure; this is considerably less than the 
combined pressures exerted by the steam and air pressures 
on top of their respective pistons. When the pump mechanism 
is reversed the action is simply a repetition of that just 
described. It is of little importance whether the high-pressure 



!(Terjfffyr£y9&o/f 




Fig. 5 



air piston varies in its stroke or not, since it can neither interfere 
with the valve-gear travel nor govern the quantity of free 
air taken into the pump; therefore, its action is immaterial 
so long as it forces all the air received from the low-pressure 
cylinder into the main reservoir. 



50 



AIR COMPRESSORS 



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AIR COMPRESSORS 51 

With 200 lb. steam pressure, full throttle, and working against 
a main-reservoir pressure of 130 lb., the piston cycles will be 
about 65 per min. ; when working against 70 lb. main-reservoir 
pressure the piston cycles will be about 81 per min. With 
200 lb. steam pressure and pumping main-reservoir pressure 
from 30 to 70 lb., the piston makes about 82^ cycles per min. 
Thus, the possibility of racing is eliminated. 

10 HN., CROSS-COMPOUND, AIR COMPRESSORS 

The 10^-in,, cross-compound, air compressor, shown in 
Fig. 5, was designed for industrial service and not for train 
air-brake service. It was designed for 100 lb. steam pressure 
working against 80 lb. air pressure. Under these conditions, 
its normal speed is 131 single strokes per min. and its displace- 
ment is 150 cu. ft. per min. It v/ill operate satisfactorily on 
steam pressures ranging from 80 to 160 lb., the air pressures 
ranging from 40 to over 150 lb. depending on the steam pres- 
sure. The rated boiler power for operating the compressor is 
25 H. P. The construction of the 10^-in. compressor is similar 
to that of the 8i-in., and the operation of the two is the same. 
The lift of the air valves is: Intermediate, i-in.; suction, 
^-in.; discharge, ^-in. 

MAINTENANCE OF SIMPLE AIR COM- 
PRESSORS 

CAUSES OF PUMP FAILURES 
Speed of Compressor. — The heating of the air cylinder is a 
feature of air compression that cannot be prevented. As an 
example of the normal heating resulting from extreme duty, a 
9-^-in. compressor in good order that for 1 hr. maintained an 
average speed of 174 single strokes or exhausts per min., work- 
ing constantly against 100 lb. of air pressure, wds discharging 
the air at a temperature of 408° F. Higher speed or greater 
air pressure would have increased the heating, while slower 
speed, shorter time of test, or lower air pressure would have 
decreased it. 

Speaking generally, the speed should not exceed 140 ex- 
hausts per min. and such a speed should not be continuously 



52 AIR COMPRESSORS 

maintained for any considerable time, as even this speed will 
cause excessive heating. This is shown by another test where 
an average speed of about 60 exhausts per min., after the main- 
reservoir pressure was pumped up, and a maximum of 77 strokes 
per min. at the completion of 1 hr. and 50 min. of the test, 
gave a discharge temperature of 316°. The foregoing show 
plainly the great need of good maintenance, of not wasting 
air either by leakage or poor handling, and of giving the com- 
pressor as much time to do its work as is practicable. 

With two compressors per engine, the separate throttles 
should be kept wide open and the speed regulated by the main 
compressor throttle, in order to divide the work equally 
between the two compressors. 

Compressor Faults. — It is evident that a compressor can- 
not compress more air than it draws in and not that much if 
there is any leakage to the atmosphere about the air cylinder. 
Bearing this in mind, practice frequently listening at the air 
inlet when the compressor is working slowly while being con- 
trolled by the governor, and wherever a poor suction is noted " 
on either or both strokes locate and report the fault. One of . 
the most serious leaks is through the air-cylinder stuffingbox, 
as it not only greatly decreases the air delivered, and, by 
the faster speed required, increases the heating, but it also 
causes pounding through loss of cushion. When tightening 
the packing, do not bind the rod, as to do so will damage 
both the packing and the rod. Be careful not to cross the 
gland nut threads. 

If necessary to replace a broken air valve on the road or 
elsewhere, not permitting of proper fitting, at the earliest 
opportunity have the repairman replace the temporary valve 
with another so as to insure the correct angle and width of 
valve and seat'contact, the needed ground joint and the requi- 
site lift for all valves. 

Never remove or replace the upper steam-cylinder head with 
the reversing-valve rod in place as to do so will almost invari- 
ably result in bending the rod and causing a pump failure. 

Any unusual click or pound should be reported as it may 
indicate either a loose piston or a reversing-valve plate cap- 
screw or other serious fault. 



i 



AIR COMPRESSORS 53 

Any steam leakage that can reach the air inlet of the com- 
pressor should be promptly repaired as such increases the 
danger of water entering the brake pipe. 

Keeping the suction strainer clean is of the utmost importance 
as even a slightly clogged strainer will greatly reduce the 
capacity where the speed is at all fast. A seriously or com- 
pletely obstructed strainer, as by accumulated frost, aggra- 
vated by rising steam, will increase the compressor speed and 
will also be indicated by inability to raise or maintain the 
desired pressure. 

It is an aid to good operation to clean the air cylinder and 
its passages thoroughly at least three or four times a year, 
by circulating through them a hot solution of lye or potash. 
This should always be followed by sufficient clean, hot water 
to thoroughly rinse out the cylinder and passages, after which 
a liberal supply of valve oil should be given the cylinder. Suit- 
able tanks and connections for performing this operation can 
easily be arranged in portable form. Never put kerosene oil 
in the air cylinder to clean it. 

LUBRICATING SIMPLE COMPRESSORS 
Steam Cylinder. — A sufficient quantity of good valve oil 
should be used in the steam cylinder to keep the parts well 
lubricated and prevent groaning. The quantity of oil neces- 
sary will depend on the kind of oil used, and also on the pump 
itself, as some pum.ps require more than others. If the pump 
groans constantly, and the pump exhaust or the drain cocks 
show that considerable water is being worked through the 
steam cylinder, its dry pipe should be examined for leaks 
that might allow water to reach the pump and wash out 
the oil. 

Air Cylinder. — The quantity of oil to be used in the air 
cylinder depends to a great extent on the pump, but in any 
case it should be used very sparingly. The amount should 
only be sufficient to keep the packing rings free and prevent 
the cylinder walls from cutting. If too much is used, a gummy 
ideposit is formed in the air cylinder and air passages, and on 
/ the air valves, which tends to cause heating; also, oil works 
back into the brake valve and triples and causes them to 



54 AIR COMPRESSORS 



the ■ 
sof f 



work poorly. Good valve oil is considered best for use in 
air cylinder. The oil may be fed to the cylinder by means 
a swab on the piston rod, or through the air-cylinder oil cups, 
but it should never be fed through the air inlets, as it will 
close the air passages, gum up the valves, reduce their lift, 
and sooner or later result in overheating. Animal or vegetable 
oils should not be used in the air cylinder, as they gum very 
readily; also, mineral oils that have a low flashing point, as, 
for instance, kerosense, should not be used in a hot cyl- 
inder, as they generate an explosive gas that ignites at a 
comparatively low temperature, and may, therefore, cause 
trouble. 

LUBRICATING CROSS-COMPOUND COMPRESSORS 

Steam Cylinders. — The steam-cylinder lubricator should not 
be started until all condensation has escaped from the com- 
pressor and the drain cocks closed. After closing the drain 
cocks start the lubricator to feed in 10 or 15 drops of oil as 
rapidly as possible, then regulate the feed to about 1 or 2 drops 
per min. for each steam cylinder. No definite amount can 
be specified, as the amount of lubrication required depends 
on the work the compressor has to do, the quality of the steam, 
condition of compressor, and so on. Keep the lubricator feed- 
ing while the compressor is running. 

Air Cylinders. — On account of the high temperatures devel- 
oped by air compression, the variation between maximum 
and minimum delivered air pressures, and the necessity of 
preventing oil from passing into the system, one of the vital 
problems in efficient compressor operation is to provide a 
simple means for supplying lubrication to the air cylinders in 
proper quantity and at regular intervals. 

To overcome the difficulties attending the lubrication of 
the air cylinders of the 8^-in. and 10^-in. cross-compound 
compressors, two non-automatic oil cups are mounted on a 
bracket, which, in turn, is connected to the air cylinders by 
the necessary piping, thereby establishing an independent pas- 
sage from each cup to the high- and low-pressure air cylinders 
respectively. This cup, shown in the accompanying illustration, 
is threaded for a f-in. tapped opening, while the upper end is 



AIR COMPRESSORS 



65 



provided with a tight-fitting screw cap. A screen prevents any 
dirt in the oil being carried into the cylinder. When the 
handle is turned, a cavity in the key, which normally forms 
the bottom of the oil cup, deposits a definite amount of oil in 
the air cylinders, at the same time pre- 
venting back pressure from reaching the 
oil chamber. The bracket may be attached 
to the top head of the compressor, or placed 
in the locomotive cab, to suit the conve- 
nience or standard practice of any railroad. 
To oil the low-pressure air cylinder, open 
its oil cup and blow out all dirt, close and 
fill it with valve oil, and on the down stroke 
of the piston open the cup to allow the oil 
to be drawn into the cylinder, closing the 
cup before the beginning of the up stroke. 
This is most easily done when the speed is moderate and 
the air pressure low. To oil the high-pressure air cylinder, 
open its oil cup and blow out all dirt, then close and fill with 
valve oil and screw on the cover. Now open the cup and leave 
it open for a short time so as to permit the oil to find its way 
into the cylinder, after which it should be left closed. Valve 
oil only should "be used in the air cylinder, a lighter oil will 
not last and is dangerous; a heavier oil soon slogs and restricts 
the air passages, causing the compressor to heat and com- 
press air slowly. A swab, well oiled, is essential on each 
piston rod. 




OUTPUT OF AIR COMPRESSORS 



In the accompanying tables are given the cubic feet of free 
air compressed and delivered per minute for different diameters 
of air cylinders. These tables also give the delivery air pres- 
sures for different steam pressures when the 8-in. and 9i-in. 
compressors operate at the rate of 120 single strokes per min. 
and the 11-in. 'compressor at the rate of 100 single strokes 
per min. 



JS6 



AIR COMPRESSORS 



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58 



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AIR COMPRESSORS 59 

4 The accompanying table shows that the capacity of the 
8^-in., cross-compound compressor is over 3^ times that of 
the 9^-in. and 2i times that of the 11-in. compressor. 

COMPARISON OF 9HN., 11-IN., AND 8*-IN., CROSS- 
COMPOUND, AIR COMPRESSORS 



Type of Pump 


Steam 
Pressure 
Pounds 


Constant 

Main- 
Reservoir 
Pressure 
Pounds 


.Free Steam 
Air per Con- 
Minute sumption 

^ , . per 100 

^^^^ Free Air 


9Hn 


200 
200 

200 


130 
130 

130 


89 

58 

131.04 


60.00 


11-in. 


58.00 


%^-in. cross-com- 
pound 


19.65 









COMPARATIVE TESTS OF 11-IN. AND 9i 
COMPRESSORS 



-IN. AIR 



Test No. 1, Time Required to Pump From to 90 Lb. 
Pressure With 1-In. Steam and IJ-In. Exhaust Pipe 



Name 

of 
Com- 
pressor 


Boiler 
Pressure 
Pounds 


Time 

Required to 

Compress 

Air From 

to 90 Lb. 

per Square 

Inch 


i 

s 


Piston 
Speed 
Feet 


ty of Reservoirs 
and Pipes 
ubic Inches 


Start 


Fin- 
ish 


Min. 


Sec. 


Total £-. 


1 


11-in 

9^in 

11-in 

9Hn 

. — 


195 

198 
199 
195 


189 
190 
197 
190 


1 
2 
1 
2 


55 
36 
55 
36 


168 
263 
171 
244 


336.0 175.3 
438.3 168.5 
342.0 178.2 
406.6 156.4 


37,850 
38,200 
38,130 
38,200 



60 



AIR COMPRESSORS 

Table — (Continued) 





11-In. Compressor 


9Hn. 

Compressor 


Amount of 
Compression 


Time Required 


Time 
Required 




Min. 


Sec. 


Min. 


Sec. 


Min. 


Sec. 


to 20 lb 

to 40 lb 

to 45 lb. 

to 50 lb. . ..... 

to 60 lb. . _ . . 

to 70 lb. 

to 90 lb. 


\ 1 
1 
1 

• 1 


24 

48 

2 
15 
28 
55 


1 
1 
1 
1 


24.5 
49.0 

2.0 
15.0 
27.0 
55.0 


1 
1 

2 


30 
10 

36 



Test No. 2, Time Required to Pump From to 90 Lb, 
Pressure With 1-In. Steam and I^-In. Exhaust Pipe 



Name 

of 
Com- 
pressor 


Boiler 
Pressure 
Pounds 


Time 

Required to 

Compress 

Air From 

to 90 Lb. 

per Square 

Inch 


"o 

a 


Piston 
Speed 
Feet 


ity of Reservoirs 
and Pipes 
,ubic Inches 




Start 


Fin- 
ish 


Min. 


Sec. 


Total 


Per 
Min. 


1 


11-in.... 
11-in.. .. 


195 
195 


185 
180 


1 
1 


48.5 
48.5 


189 
190 


378 
380 


208.8 
210 


38,100 
38,100 


Amount of Compression 

With an 11-In. Compressor 

From 


Time Required 


Min. 


Sec. 


Min. 


Sec. 


to 20 Ih 
to 40 It 
to 50 11 
to 60 n 
to 70 11 
to 90 11 




1 
1 

1 


23.0 
46.5 
58.5 
11.0 
23.0 
48.5 


1 
1 

1 


23.0 




46.0 




59.0 




11.0 




23.0 




48.5 








1 





AIR COMPRESSORS 



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AIR COMPRESSORS 



Qo 



Approximate data on the 10|-in., cross-compound, air com- 
pressor showing capacity, steam consumption, volumetric 
efficiency, displacement, steam pressures for operating at 
constant speed with various air pressures, and steam pressures 



160 
140 
130 

120 

^110 

I 
(^100 



^ 80 



^ 60 

^^ 

^ 60 

30 
20 
10 





— 


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for operating against constant air pressure at various speeds 
are shown in the charts given in Figs. 1 and 2. The first 
chart shows that at a constant speed of 130 single strokes , 
per min. and 80 lb. air pressure, the steam pressure required 
6 



66 



AIR COMPRESSORS 



is 96 lb. The actual amount of free air delivered is 122 cu. 
ft. per min. The volumetric efficiency is 81 i%. The steam 



190 
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I \ZQ 130 i40 150 160 I70 ISO 

S/hgf/e Strokes flsrM//?ute , 
M?/e:'S/roAej less T/7ap/J{?/^r^//7uteGaye^nsafiyfacfifry TiiU 
Fig. 2 



consumption is 18 ^ lb. per 100 cu. ft. of free air and the dis- 
placement is approximately 149 cu. ft. per min." 



AIR COMPRESSORS 



67 



The second chart shows that at 90 lb. constant air pres- 
sure and 120 single strokes per min. the steam pressure re- 
quired is 98 lb. The actual amount of free air delivered is 
108 cu. ft. per min. The efficiency is 80%. Steam consump- 
tion is 19 lb. per 100 cu. ft. of free air and the displacement is 
138 cu. ft. per min. 

COMPARATIVE STEAM AND COAL CURVES 

Fig. 3 shows rates of air delivery of the 11 in. X 11 in. X 12 in. 
and the 8^-in. cross-compound compressors at 185 lb. steam 
pressure and 110 lb. air pressure; compressor speed con- 
trolled by li-in. governor set at 110^ lb.; coal required com- 



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30 40 50 60 70 QO 90 

Delivery of Cubic Feet Free Air Per Minute 

Fig. 3 



puted on the basis of 7 pounds of water evaporated per pound 
of coal, and on 1,000 hours continuous service. 

Example: At 50 cu. ft. free air per minute 11-in. com- 
pressor uses 129 tons of coal and 8|-in. cross-compound com- 
pressor uses 52 T. of coal. 129 — 52 = 77 T. saving. 3% 
= .60 or 60% savings. 



68 



AIR COMPRESSORS 




AIR COMPRESSORS 69 

OPERATING COMPRESSORS TOGETHER 
COMPRESSORS IN SERIES 

In industrial service, when it is desired to deliver air pres- 
sures between 150 and 300 lb., two compressors are often oper- 
ated in series; that is, the air-delivery pipe from the first air 
compressor is connected indirectly to the air-intake connection 
of the second compressor, as shown in the illustration on 
page 68. The compressor on the left-hand, or the low-pressure 
compressor, discharges through a radiating coil into a long, 
narrow, intermediate reservoir, which has the greatest pos- 
sible cooling surface. The right-hand, or high-pressure, com- 
pressor receives its air supply from this reservoir and discharges 
through a second radiating coil into the air-storage reservoir. 
The governor is connected to the steam-admission pipe to the 
high-pressure compressor and is actuated by the pressure in the 
air-storage reservoir. When the pressure in the reservoir 
reaches normal, the governor stops the high-pressure com- 
pressor, and the low-pressure compressor is in turn stopped by 
the intermediate-reservoir pressure when that pressure becomes 
high enough to stop the compressor. Each radiating coil should 
contain at least 25 ft. of cooling pipe. The steam throttle 
valves of each compressor should be regulated so as to cause 
the relative speeds to give the required intermediate-reservoir 
pressure; otherwise the final delivery pressure will not corre- 
spond to that in the accompanying table. 

All sizes of 8-in. compressors given in the accompanying 
table refer to the new pattern compressor. 

COMPRESSORS IN SERIES-COMPOUND 

When the question of economy in steam consumption is 
important, two compressors of different sizes may be con- 
nected in series, not to obtain a high-delivery air pressure, but 
to increase the quantity of air compressed at the ordinary 
pressure per unit of steam used. The low-pressure pump has 
an air cylinder of large diameter and the pumps are connected 
as before. The size of the air cylinders, the speeds of both 



70 



AIR COMPRESSORS 



111! Rll| 



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AIR COMPRESSORS . 71 






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AIR COMPRESSORS 



Approx- 
imate 
Free Air 
Delivered 

per 

Minute 

Cubic 

Feet 


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Approx- 
imate 
Speed of 

High- 
Pressure 
Com- 
pressor 
Single 
Strokes 


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ho 


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Cylinder 
Inches 


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Cylinder 
Inches 


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Approx- 
imate 
Inter- 
mediate 
Reservoir 
Pressure 
Pounds 


t^O-<tiOOi05'-HT-(0-^0'^-<*iO'^l>'*t^(NCDt> 




Approx- 
imate 

Speed of 
Low- 


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% 


Air 
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Inches 


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Steam 
Pressure 
Pounds 


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> 


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Air 
Pressure 

Pounds 


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i 



AIR COMPRESSORS 73 



rt^lOTtllOTJ^Tt^u^COOOTt^lOu^Tt^Tt^^Tt^->!t^COlOO•LOlOTt^■^'*|»OlO>OTr■^■' 



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74 



AIR COMPRESSORS 



Approx- 
imate 
vSteam 
Used 
Com- 
pared 
With 
Single- 
stage 
Com- 
pressors 
Per Cent. 


l>COC000OOt^cD0CO00(NTj<05rH 


Free Air 
Delivered 

per 

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Feet 


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speed of 

High- 
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Com- 
pressor 
Single 
Strokes 


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Inches 


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Inches 


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r-l 1-1 rH rH 


Approx- 
imate 
Inter- 
mediate- 
Reservoir 
Pressure 
Pounds 


rHrH(M,-l,-lrH(M,-lCSJ,-H(M(M,-l(M(M 


Approx- 
imate 
Speed of 

Low- 
Pressure 
Com- 
pressor 
Single 
Strokes 


ooooooooooooooo 

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Low- 

Pressure 

Compressor 


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Inches 


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a 
< 


imate 
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Air 
Pressure 
Pounds 


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AIR COMPRESSORS 75 



OOOOiO»OiOiOOOO»OiOiO>^iOOOOiO»0>OiOiOiOOCO 
00t>l>000"^01>l>0000Tt^C;l>l>00000'^<©t>.t^ 



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* * 



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76 



AIR COMPRESSORS 



Approx- 
imate 
Steam 
Used 


Com- 
pared 
With 
Single- 
stage 
Com- 
pressors 
Per Cent. 


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pressor 
Single 
Strokes 


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Pounds 


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Single 

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Compressor 


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Air 
Pressiire 
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AIR COMPRESSORS 77 



ocooooooooooooooooooooooooooo 

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78 AIR COMPRESSORS 

compressors, and the intermediate-reservoir capacity are so 
proportioned as to divide the work of compression about 
equally between the two compressors, thus obtaining the most 
economical condition. To obtain the final pressure and free- 
air capacity desired, it is important that the steam pressures 
and approximate speeds be maintained as nearly as possible 
to the values given in the accompanying table. This method 
of compression is called the series-compound method. In this 
method, the steam throttle of each compressor should be regu- 
lated so as to cause the relative speeds to give the reqmred 
intermediate-reservoir pressure; otherwise the final delivery 
pressure will not correspond to that given in the table. 



PISTONS AND RINGS FOR REBORED AIR- 
COMPRESSOR CYLINDERS 

To facilitate repair work in railroad 'shops, reduce to a mini- 
mum the number of pieces necessary to carry in stock, and 
greatly simplify the ordering of repair part?, the Westinghouse 
Air-Brake Company has adopted standard repair pistons and 
rings for both air and steam cylinders as well as main-valve 
bushings worn in service, when rebored to certain dimensions. 
It recommends reboring steam and air cylinders in steps of 
3^-in. and main-valve bushings in steps of 3^2-in. In no case, 
however, should the maximum cylinder diameters specified in 
the accompanying tables be exceeded. Also, for both new and 
worn pistons the company advises that packing rings of the 
standard thickness, viz, the dimension of a ring fitting between 
the sides of a new piston groove, be employed. The adoption 
of packing rings of standard thickness is a decision that has 
been brought about by extended experience and experLments, 
which demonstrated that the wear of the piston groove is 
practically negligible except in case of defective material or 
lack of maintenance. A true bearing is an indispensable con- 
dition for satisfactory and efficient air-compressor operation, 
hence, since a true bearing is rarely if ever obtained by filing 
a piston ring to fit a groove, the practice is not recommended. 

In order to meet all possible conditions and methods of 
fitting rings both to standard and to recut grooves, the 



AIR COMPRESSORS 



79 



Westinghouse Air-Brake Company furnishes in addition to 
rings of standard thickness, cut rings for air and steam pistons 
.006 in. thicker than standard, uncut rings for air and steam 
pistons .012 in. thicker than standard, and uncut main- valve 





Fig. 1 

piston rings .0®6 in. thicker than standard. No extra charge is 
made for repair pistons and rings of the standard stock sizes listed. 
The reference numbers for the parts of the steam and air 
pistons for 8-in., 9^-in., and 11-in. pumps are given in Fig. 1, 
while the reference numbers 
for the parts of the main- 
valve pistons are given in 
Fig. 2. Only the sizes of pis- 
tons and rings given in the ^^" 
accompanying tables are made 
and carried in stock. The pis- 
tons and rings are designated by the diameter of the cylinder 
for which they are suitable, proper allowance for clearance 
and fitting being provided for. 




Fig. 2 



Fig. 3 

The reference numbers for the parts of the high-pressure 
steam piston and low-pressure air piston are given in Fig. 3. 




80 



AIR COMPRESSORS 



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34,693 
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82 



AIR COMPRESSORS 



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i, cut. .. 
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AIR COMPRESSORS 



83 



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84 



AIR COMPRESSORS 



s 

o 


ml* 


i 


51,799 
51,703 
13,968 
13,969 
22,686 


d 

i^ 


51,798 
51,702 
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13,965 
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13,961 
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d 


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13,954 

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i-H 


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51,698 
13,950 
13,951 
22,681 


c 


51,473 
51,475 
1,687 
13,949 
22,680 


i 


Steam piston and rod, in- 
cludes one of 11 and two 
of 9, 10, and 12 

Air piston, includes two 
of 80 

Piston ring, standard 
thickness, cut 

Piston ring, .006 in. thick- 
er than standard, cut. . . . 

Piston ring, .012 in. thick- 
er than standard , uncut . . 


0)0 


7 

8 
9 or 80 
9 or 80 
9 or 80 








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AIR COMPRESSORS 



85 









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AIR COMPRESSORS 









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AIR COMPRESSORS 



87 



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88 AIR COMPRESSORS 

The reference numbers for the low-pressure steam piston and i 
high-pressure air piston are given in Fig. 4. The pistons and 




Fig. 4 

rings are designated by the diameter of the cylinder for which 
they are suitable, proper allowance for clearance and fitting 
being provided for. 



AIR-COMPRESSOR OIL CUPS 

Automatic, Air-Cylinder Oil Cup. 

The automatic, air-cylinder oil cup, 
shown in Fig. 1, is furnished only on 
special order. It is suitable for use 
only on the 8-in. new-style, the 9^-in., 
and the 11-in. compressors. Its weight 
is If lb. Each down stroke of the air 
piston produces a vacuum that draws 
a piston 7 down against the action of 
the spring 8, this allowing a small 
amount of oil to feed regularly into the 
cylinder. The spring reseats the pis- 
ton 7 as soon as the vacuum is suffi- 
ciently reduced. The piece number of 
the oil cup complete is 9,769; the 
numbers of the various parts are as 
follows : 




AIR COMPRESSORS 



Pc. No. Ref. No. Name of Part 

9.822 2 Base. 
9,767 3 Body. 
9,045 4 Cap. 

10,194 5 Pin in cap for chain. ^ 

9.823 6 Chain. '' 
9,770 7 Piston. 
9,772 8 Piston spring. 6 

Oil Cup for 8 §-In., Cross-Compound 
Compressor. — The oil cup shown in 
Fig. 2, must be operated by hand. It 
is furnished regularly with the 8|-in., 
cross-compound, air compressor and 
weighs If lb. The piece number of the 
cup complete is 21,414; the numbers of 
the various parts are as follows: 



89 





Pc. No. 
21,406 
21,408 
21,592 

21,410 
4,750 
2,046 



Ref. No. 
2 
3 
4 

5 
6 

7 



Name of Part 
Oil-cup body. 
Key. 
Cover, complete with 

chain. 
Key nut. 
Key washer. 
Strainer. 



Fig. 3 



Oil Cock. — The oil cock shown in Fig. 3 
is the one that is regularly furnished, imless 
otherwise specified, with all steam-driven 

air compressors except the 8|-in. cross-compound compressor. 

It is operated by hand and weighs ^ lb. The piece number 

of the oil cock complete is 1,916. 



COMPRESSION GOVERNORS 



TYPES OF GOVERNORS 

There are three types of compressor governors now manu- 
factured: Type S single governor, and type SD and type SF 
duplex governors. The single governor is made in four sizes: 
the type S-3 having f-in. steam connection, type S-4, with 
1-in. steam connection, type S-5, with Ij-in. steam connection, 
and type S-6, with l|-in. connection. The type S-3 governor 



90 AIR COMPRESSORS 

is now obsolete and is not furnished with full sets of brake 
equipment; repair parts, however, may be obtained. Type 
S-4 is considered standard size for single governors, as with 
the high steam pressures carried on modern locomotives, the 
1-in. steam pipe and governor is believed to meet all present 
requirements. This governor, however, has been replaced by 
the type SF-4 duplex governor for standard locomotive brake 
schedules. The type S-5 governor is no longer recommended 
for use in connection with standard locomotive brake schedules, 
having been replaced by the SF-5 duplex governor. The type 
S-6 governor is furnished for any service for which it is 
suitable. It is recommended for all equipments that include two 
11-in. or two 8|-in. simple, cross-compound air compressors. 

The SD duplex governor is made in two sizes: the SD-4 
(1-in.) governor and the SD-5 (1^-in.) governor. The SD-4 
type replaced the S-4 governor as standard for one 9§-in. 
compressor; and this, in turn, has been replaced by the SF-4 
governor. The SD-4 governor is still furnished when specified. 
The SD-5 governor has been superseded by the SF-5 governor 
for locomotive equipments specifying two compressors; it can 
be obtained, however, when specified. The SF duplex governor 
is made in two sizes: the SF-4 (1-in J governor supplied with 
all locomotive brake equipments requiring one 9|-in. air com- 
pressor and the SF-5 (l^-in.) governor supplied with all loco- 
motive brake equipments requiring two 9|-in., one 11-in., or 
one 8^-in. cross-compound pump. 

The substitution of the duplex for the single governor was 
to facilitate the subsequent application of the high-speed 
brake in passenger service and the high-pressure control 
apparatus in freight service. Also, it made possible the duplex- 
main-reservoir regulation system when connected up as illus- 
trated in Figs. 3 and 5. 

WEIGHTS OF COMPRESSOR GOVERNORS 

rr >. Weight rp^,. Weight 

^yP^ Pounds ^^'P^ Pounds 

S-3 11 SD-4 19i 

S-4 13 SD-5 25 

S-5 191 SF-4 19 

S-6 23 SF-5 25 



AIR COMPRESSORS 



91 



STANDARD GOVERNORS AND STEAM VALVES FOR 
STEAM-DRIVEN AIR COMPRESSORS 

The Westinghouse Air-Brake Company made an extended 
series of tests to determine the conditions under which their 
several types and combinations of one or more compressors 
will operate to the best advantage. They recommend the 
following combinations: 

Size of 

Branch 

Size of Main to Each 

Steam Supply Compres- 



No. of Size of 
Compres- Compres- 
sors sor 
Inches 

n 
11 
11 

*8^ 



Size of 
Steam 
Valve 
Inches 
1 

u 
u 
u 
u 



Size of 
Governor 

Inches 
1 - 
U 

li 

u 



Pipe 

Inches 

1 

u 
u 
II 
u 



sor 
Inches 



u 
u 



TYPE S-4 (1-IN.), COMPRESSOR GOVERNOR 

The piece number for the type S-4 compressor governor, 
complete, shown in Fig. 1, is 24,974; for the steam portion, 
complete, it is 2,048; and for the diaphragm portion, complete, 
20,782. The piece and reference numbers of the various parts 
are given in the accompanying list. The 1-in. union swivel, 
Pc.No. Ref. No. Name of Part 

2,018 2 Steam-valve body. 
Cylinder body. 
Cylinder cap. 
Steam valve, complete. 
Piston, includes 7, for standard cylinder, 

2^ in. diameter. 
Piston, includes 7, for rebored cylinder, 

2^ in. diameter. 
Piston, includes 7, for rebored cylinder, 

2j^ in. diameter. 
Piston, includes 7, for rebored cylinder, 

2x1 in. diam.eter. 
Piston, includes 7, for rebored cylinder, 

2| in. diameter. 
Piston ring, for standard cylinder, 2i in. 

diameter. 
Piston ring for rebored cylinder, 2^ in. 
diameter. 



2,028 
2,024 
2.023 
2,173 

17,282 

17,283 

17,284 

17,285 

15,013 

15,583 



6 



*These are the S^-in., cross-compound, air compressors. 



92 



AIR COMPRESSORS 




AIR COMPRESSORS 93 

Pc No. Ref. No. Name of Part 

15,584 7 Piston ring for rebored cylinder, 2^ in. 
diameter. 

17.214 7 Piston ring, for rebored cylinder, 2^ in. 
diameter. 

17.215 7 Piston ring, for rebored cylinder, 2j in. 
diameter. 

Piston nut. 

Piston spring. 

1-in. union nut. 

1-in. union swivel. 

|-in. union swivel. 

Diaphragm body, includes 29. 

Spring box. 

Check-nut. 

Regulating nut. 

Regulating spring. 

Diaphragm, complete, 32 to 36, inclusive. 

Diaphragm ring. 

Strainer. 

Union swivel, f-in. O. D. copper pipe. 

Union nut. 

Diaphragm nut. 

Diaphragm valve. 

Diaphragm washer. 

Diaphragm-valve spring. 

Diaphragm, 2 pieces, each. 

Union swivel, |-in. iron pipe. 

Piece No. 1,949, is used with the new-style 8-in. (8"X8"X lO'O, 
the 9|-in., and the 11-in. pumps. The |-in. union swivel, Piece 
No. 2,051, is used with the old-style 8-in. pump (8''X7^"X9'0. 
Where i-in. iron pipe is to be used for air connection, specify 
Piece No. 2,049, for the S-4 steam compressor governor, com- 
plete, and Piece No. 2,047, for diaphragm portion complete; 
then union swivel, Ref. No. 40, will be substituted for union 
swivel, Ref. No. 30. If governor is to be used with old-style 
8-in. (8"X 7^''X9") air compressor, specify Piece No. 24,975, 
for S-4 steam compressor governor, complete, with air con- 
nection for copper pipe, or Piece No. 10,700, for S-4 steam 
compressor governor, complete, with air connection for i-in. 
iron pipe; and Piece No. 10,701, for steam portion only; f-in. 
union swivel, Piece No. 2,051 will then be supplied. 

Operation of Governor. — The regulating spring is, generally, 
adjusted to just withstand a main-reservoir pressure of 90 lb. 
pushing upwards on the diaphragm. When the pump is in 



2,022 


8 


2,027 


9 


1,948 


10 


1,949 


11 


2,051 


11 


9,033 


15 


2,033 


16 


2,034 


17 


2,035 


18 


2,036 


19 


2,043 


20 


1,064 


21 


2,046 


29 


5.384 


30 


15,291 


31 


2,041 


32 


2,039 


33 


2,040 


34 


2,042 


35 


2,088 


36 


2,045 


40 



94 AIR COMPRESSORS 

operation the pressure in the main reservoir increases until 
it reaches 90 lb. When the pressure below the diaphragm 
slightly exceeds the force exerted by the regulating spring, the 
diaphragm is raised, carrying the diaphragm valve with 
it. The air below the diaphragm passes by the unseated dia- 
phragm valve into the chamber on top of the piston, forcing 
it down, thus seating the steam valve. As long as main- 
reservoir pressure remains at 90 lb., the diaphragm valve 
will be held from its seat and the pressure in the chamber 
above the piston will hold the steam valve to its seat. If the 
main-reservoir pressure falls below 90 lb., the thrust of the 
spring tending to force down the diaphragm will overcome 
that of the air pressure tending to force it up; consequently, 
the diaphragm, will move downwards and seat the diaphragm 
valve. This shuts off the air supply from the chamber above 
the piston, and the air confined therein by the diaphragm valve 
closing will escape to the atmosphere through the vent port c. 
The pressure now being removed from above the piston, the 
piston spring, aided by the steam under the steam valve, forces 
the piston upwards, unseating steam valve, and allowing steam 
to pass through the governor to the pump. The piston is made 
enough larger than the steam valve to enable a moderate 
air pressure to hold the steam valve to its seat against the 
combined upward force of the steam pressure under the valvef 
and the push of the piston spring. 

Regulating the Governor. — To increase main-reservoir pres- 
sure, remove check-nut 17 and turn regulating nut 18 to the 
right, increasing the tension of the regulating spring 19 until 
the desired pressure is obtained; then replace check-nut 17. 
To decrease main-reservoir pressure, turn the regulating nut 18 
to the left, decreasing the tension on the regulating spring 19 
until the pressure is decreased to the desired amount. 

Testing the Governor. — The pump governor should be 
tested to see whether standard pressure is obtained when it 
stops the pump, also to see whether it will start the pump 
promptly when a light reduction of not more than 2 lb. is 
made in the pressure that operates the governor. If the 
pump stops either before or after standard pressure is obtained, 
adjust the governor by means of the adjusting screw, until it 






AIR COMPRESSORS 



95 




Fig. 2 



96 AIR COMPRESSORS 

regulates the pump properly. If the governor does not start 
the pump promptly on a slight reduction, it may be due to 
leaky diaphragm valve, or to the vent port being stopped up. 

TYPE SD-5 COMPRESSOR GOVERNpR 

The piece number of the SD-5, compressor governor, com- 
plete, shown in Fig. 2, is 22,067; for the steam portion, com- 
plete, 17,879; and for the diaphragm portion, complete, 20,782. 
The piece and reference numbers of the various parts are given 
in the accompanying list. If j-in. iron pipe is to be used for 
air connections, specify Piece No. 18,019, for SD-5 compressor 
governor, complete, and Piece No. 2,047, for diaphragm por- 
tion, complete; then union swivel, Ref. No. 40 will be substi- 
tuted for union swivel, Ref. No. 30. 

Pc. No, Ref. No. Name of Part 

17,668 2 Steam-valve body. 
17,672 3 Cylinder body. 
17,671 4 Cylinder cap. 
17;670 5 Steam valve, complete. 
17,916 6 Piston, includes 7, for standard cylinder, 
2f in. diameter. 

21.606 6 Piston, includes 7, for rebored cylinder, 

2f| in. diameter. 

21.607 6 Piston, includes 7, for rebored cylinder, 

2x1 in. diameter. 

21.608 6 Piston, includes 7, for rebored cylinder, 

2f| in. diameter. 

21.609 6 Piston, includes 7, for rebored cylinder, 

2 1 in. diameter. 
18,033 7 Piston ring, for standard cylinder, 2f in. 
diameter. 

21.598 7 Piston ring for rebored cylinder, 2ff in. 

diameter. 

21.599 7 Piston ring for rebored cylinder, 2H in. 

diameter. 

21.600 7 Piston ring for rebored cylinder, 2f^ in. 

diameter. 

21.601 7 Piston ring, for rebored cylinder, 2| in. 

diameter. 
Piston nut. 
Piston spring, 
li-in. union nut. 
Ij-in. union swivel. 
Siamese fitting. 

Diaphragm body, includes 29. 
Spring box. 



17,674 


8 


17,673 


9 


2,154 


10 


2,155 


11 


6,558 


14 


9,033 


15 


2,033 


16 



2,035 


18 


2,036 


19 


2,043 


20 


1,064 


21 


6,868 


22 


2,046 


29 


5,384 


30 


15,291 


31 


2,041 


32 


2,039 


33 


2,040 


34 


2,042 


35 


2,038 


36 


2,045 


40 



AIR COMPRESSORS 97 

Pc. No. Ref. No. Name nf Part 

2,034 17 Check-nut. 

Regulating nut. 

Regulating spring. 

Diaphragm, complete, includes 32 to 36, 

inclusive. 
Diaphragm ring. 
Vent-port screw. 
Strainer. 

Union swivel, f-in. O. D. copper pipe. 
Union nut. 
Diaphragm nut.' 
Diaphragm valve. 
Diaphragm washer 
Diaphragm- valve spring. 
Diaphragm, 2 pieces, each. 
Union swivel, j-in. iron pipe. 

Operation of Governor. — The operation of the duplex gov- 
ernor is exactly the same as that of the S-4 governor, since only- 
one diaphragm portion operates at a time. Both the dia- 
phragm portion and the steam portion of the duplex governor 
are exactly the same as the corresponding parts of the improved 
single governor. The only difference is that the duplex gov- 
• emor is provided with the Siamese fitting and an extra dia- 
phragm portion. This valve is merely a combination of two 
ordinary governors, and it operates in exactly the same way 
as the ordinary governor, since one or the other of the dia- 
phragm bodies is always cut out. The description of the 
improved single governor applies to this governor also. The 
pipe connections between the duplex governor and the engi- 
neer's brake valve are shown in Fig. 3. 

The duplex pump governor is necessary on engines equipped 
A\4th the high-speed brake and the high-pressure control or 
special apparatus, for loaded freight trains, and it is also neces- 
sary on many engines not used in this special service. It pro- 
vides a means for carrying two pressures in the main reservoir; 
a moderate one while running with brake released and a much 
higher one while the brake is applied, so as to provide a high 
excess pressure for the prompt release of the brake. This is 
done by piping the low-pressure side of the governor to the 
feed-valve port / in the F-6 brake valve shown, a hole being 
drilled through the bottom case of the valve through the lower 



98 AIR COMPRESSORS 

gasket into the port. When the brake valve is in running po^ 
tion, the air in port /is at main-reservoir pressure; when this! 
pressure reaches 90 lb. it operates the governor, which shutsl 
off steam from the pump. During an application of the brake or I 
while the brake valve is on lap, the pressure in port / is shut off 1 
from the main reservoir and is much lower than 90 lb. Usually I 
it is the same as that in the brake pipe, and cannot be raised tol 
90 lb.; consequently, the low-pressure side of the governor j 
being cut out by the brake valve, does not operate, and the 




77? Tra/rr P/pe 



pump continues to work and raises main-reservoir pressure^ 
until the high-pressure side of the governor (usually set at 
110 lb. and operated by main-reservoir air) stops it. 

TYPE SF-5 COMPRESSOR GOVERNOR 

The piece number of the SF-5, compressor governor, com-- 
plete, shown in Fig. 4, is 21,799; for the steam portion,' 
complete, which includes No. 2 to No. 11, inclusive, it is 
17,879; for the excess-pressure head, complete, 20,783; for the 



AIR COMPRESSORS 



99 




Fig. 4 



100 AIR COMPRESSORS 

maximum-pressure head, complete, 20,782. The SF-5 (li-in.) 
governor is recommended with all locomotive brake equip- 
ments that include two 9^-in., one 11-in., or one 8^-in. cross- 
compound air compressor. If i-in. iron pipe is to be used for 
the air connections, specify Piece No. 18,672, for SF-5 gov- 
ernor, complete; Piece No. 13,552, for excess-pressure head, 
complete; and Piece No. 2,047, for maximum-pressure head, 
complete; union swivel, Ref. No. 40, will then be substituted 
for union swivel, Ref. No. 30, and union connection. Piece 
No. 20,485, which includes Ref. Nos. 37, 38, 39, will be 
omitted. The SF-6 duplex governor is recommended with all 
locomotive brake equipments which include two 11-in. or two 
8i-in. cross-compound air compressors. It weighs 40 lbs. 



Pc. No. Ref. No. Name of Part 

17,668 2 Steam-valve body. 
17,672 3 Cyhnder body. 
17,671 4 Cylinder cap. 
17,670 5 Steam valve, complete. 
17,916 6 Piston, includes 7, for standard cylinder, 
2f in. diameter. 

21.606 6 Piston, includes 7, for rebored cylinder, 

2f| in. diameter. 

21.607 6 Piston, includes 7, for rebored cylinder, 

2i| in. diameter. 

21.608 6 Piston, includes 7, for rebored cylinder, 

2f| in. diameter. 

21.609 6 Piston, includes 7, for rebored cylinder, 

2 1 in. diameter. 
18,033 7 Piston ring, for standard cyHnder, 2f in. 
diameter. 

21.598 7 Piston ring for rebored cylinder, 2|f in. 

diameter. 

21.599 7 Piston ring for rebored cylinder, 2^1 in. 

diameter. 

21.600 7 Piston ring for rebored cylinder, 2f^ in. 

diameter. 

21.601 7 Piston ring for rebored cyHnder, 2| in. 

diameter. 
Piston nut. 
Piston ring, 
li-in. union nut. 
li-in. union swivel. 
Siamese fitting. 

Diaphragm body, includes 29. 
Spring box for maximum-pressure head. 
Check-nut for maximum-pressure head. 



il 



17,674 


8 


17,673 


9 


2,154 


10 


2,155 


11 


6,558 


14 


9,033 


15 


2,033 


16 


2,034 


17 



J 



AIR COMPRESSORS 



101 



Pc. No. 
2,035 



2.036 19 
2,043 20 



1,064 

6,868 

13,457 

13,456 

13,459 

13,458 

2,676 

10,734 

2,046 
5,384 

15,291 
2,041 
2,039 
2,040 
2,042 
2,038 

20,485 

2,001 
16,286 
20,470 

2,045 



Ref. No. Name of Part 

18 Regulating nut for maximum-pressure 
head. 

Regulating spring tor maximum-pressure 
head. 

Diaphragm, complete, for maximum-pres- 
sure head, includes 32, 33, 34, 35, and 36. 

Diaphragm ring. 

Vent-port screw. 

Spring box, for excess-pressure head. 

Sprmg-box extension for excess-pressure 
head. 

Check-nut for excess-pressure head. 

Regulating nut for excess-pressure head. 

Regulating spring for excess-pressure head. 

Diaphragm, complete, for excess-pressure 
head, includes 32. 33, 34, 35, and 36. 

Strainer. 

Union swivel, | in. O. D, copper pipe. 

Union nut. 

Diaphragm nut. 

Diaphragm valve. 

Diaphragm washer. 

Diaphragm-valve spring. 

Diaphragm, 2 pieces, each. 

Union connection, complete, includes 37, 
38, and 39. 

Union nut. 

Union swivel. 

Union stud. 

Union swivel, |-in. iron pipe. 



21 
22 
23 
24 

25 
26 

27 
28 

29 
30 
31 
32 
33 
34 
35 
36 



37 
38 
39 
40 



Spring Identification 



Pc. 
No. 


Out. 

Dia. 

A, In. 


Dia. 
Wire 
B, In. 


Free 
In. 


No. 
Coils 


Name of 
Spring 


Triple, Used in 


*17,673 
t2,036 
*2,676 
t2,042 

*2,027 


1* 

8 

1 


i 
.22 
.109 
.049 

.109 


2* 
2| 

2 

2 


8 

91 
11 
31 

8 


Piston 

Regulating 

Regulating 

Diaphragm 

valve 

Piston 


SF-5. SF-6 
SF-4. SF-5. SF-6 
SF-4, SF-5, SF-6 

SF-4. SF-5, SF-6 
SF-4 



* Nickeled steel. fSteel. JBrass, 



102 AIR COMPRESSORS 

Operation of Governor. — The duty of the SF pump governor 
is to so restrict the speed of the pump, when the desired main- 
reservoir pressure is obtained, as to prevent this pressure from 
rising any higher. During most of the trip, the brake valve 
is carried in running position to keep the brakes charged. 
But little excess pressure is then needed, and the governor 
regulates the main-reservoir pressure to about 20 lb. above 
the brake-pipe pressure, thus making the work of the pump 
easier. 

Air from the main reservoir flows through the automatic 
brake valve (when the latter is in release, ninning, or holding 
position) to the automatic brake-valve connection 30 into the 
chamber below diaphragm 36. Air from the feed-valve pipe 
enters at the feed -valve connection 39 to the chamber above the 
diaphragm 36, thus aiding the pressure of the regulating spring 
27 in holding the diaphragm down. As this spring is adjusted 
to about 20 lb., this diaphragm will be held down until the 
main-reservoir pressure in the chamber below the diaphragm 
slightly exceeds the combined air and spring pressure in the 
chamber above the diaphragm. At such time, the diaphragm 
will be raised, unseat its pin valve, and allow air to flow to the 
chamber above the governor piston, forcing the latter down- 
wards, compressing its spring and restricting the flow of steam 
past steam valve 5 to the point where the pump will just supply 
the leakage in the brake system. When the main-reservoir pres- 
sure in chamber 36 becomes reduced, the combined spring and 
air pressures above the diaphragm force the diaphragm down, 
seating its diaphragm valve. As the chamber above the gov- 
ernor piston is always open to the atmosphere through the 
small vent port, the pressure in that chamber will then escape 
to the atmosphere and allow the piston spring, and steam 
pressure below the steam valve 5, to raise the valve and the 
governor piston. Since the connection from the main reser- 
voir to the chamber below the diaphragm 36 is open only when 
the handle of the automatic brake valve is in release, running, 
or holding positions, in the other positions this governor head 
is cut out. The main-reservoir connection in the maximum- 
pressure head should be connected to the main-reservoir cut- 
out cock, or to the pipe connecting the two main reservoirs, so 



AIR COMPRESSORS 



103 



as to be always in communication with the main reservoir, 
so that when the excess-pressure head is cut out by the brake 
valve, or by the main-reservoir cut-out cock, this head will 
control the pump. When main-reservoir pressure in the cham- 




ber below the diaphragm 36 exceeds the adjustment of spring 19, 
the diaphragm will raise the diaphragm valve and allow air 
to flow into the chamber above the governor piston, controlling 
the pump as just described. The adjustment of spring 19 thus 



104 



AIR COMPRESSORS 



forms the maximum limit of main-reservoir pressure. Thi^T 
when the brake- valve handle is in running position, the excess- 
pressure side of the governor limits the main-reservoir pressure 
to 20 lb. above the feed- valve pressure, no matter what feed- 
valve pressure is being carried. The maximum-pressure side 
forms a limit beyond which the main-reservoir pressure can- 

, TO F££D VALV£ P/PB (ST.). 
-0 B/^AHE P/P S (OTHEP SCP£OC/L£S) 




ro exHAusT s -p/pe. 



(a) 
Fig. 6 



not rise. Therefore, a change in feed-valve regulation auto- 
matically produces a corresponding change in the governing 
pressures. As each governor head has a vent port 22, from 
which a small amount of air escapes whenever pressure is 
present in the chamber above the governor piston, to avoid 
an unnecessary waste of air, one of these should be plugged 
with a vent-port screw 22. 



AIR COMPRESSORS 



105 



Adjusting the Governor. — To adjust the excess-pressure 
head of the SF-5 governor place the handle of the automatic 
brake valve in running position, remove the cap nut 25 and 
turn the adjusting nut 26 imtil the compression of spring 27 
gives the desired difference between main-reservoir and brake- 
pipe pressures. 



TO FEED VAL V£ P/PE fE.T.X 

TO BffAKE P /PE (OTMERSCHEDVLES) 




/^' STEAM MLVE 



To adjust the maximum-pressure head, place the handle of 
the automatic brake valve on lap, remove the cap nut 17. 
and turn adjusting nut 18 tmtil the compression of the spring 
19 causes the piimp to stop at the maximum main-reservoir 
pressure required. It is recoromended that spring 27 be 



106 AIR COMPRESSORS 



I 



adjusted for 20 lb. excess pressure, and spring iP for a pressure 
ranging from 120 to 140 lb., depending on the service. 
Pipe Connections to Old-Standard Equipment. — The 

method of connecting an SF governor with the old standard 
equipment is shown in Fig. 5. When so connected it is appli- 
cable to the high-speed brake or the double-pressure control 
equipments without changing or moving any of the governor- 
pipe connections. By regulating the maximum-pressure side 
to, say, 140 lb., duplex main-reservoir regulation may be 
obtained, for feed-valve pressures up to 110 lb, since the excess- 
pressure head will stop the pump at 130 lb. thereby giving 
an excess pressure of 10 lb. 

PIPING DIAGRAMS FOR TWO AIR COMPRESSORS 

For two 9^-in. compressor installations, a Ij-in. steam supply 
pipe should be used together with an SF-5 (l|-in.) governor 
and a Ij-in. steam valve. A 1-in. supply pipe, governor, and 
steam valve are too small and throttle the supply of steam, 
reducing the speed of the compressors too much. Where both 
pumps are on one side of the locomotive, they should be con- 
nected up as in Fig. 6 (a); where they are on opposite sides 
of the locomotive, connected up as in (b). For two 11-in. 
pumps, a l|-in. supply pipe, governor, and steam valve 
should be used, the pumps being connected up as shown. 



AIR-STORAGE RESERVOIRS 

The necessity for an air reservoir in connection with nearly 
all air compressor plants is well understood. It receives the 
air in pulsations from the compressor and delivers it at uni- 
form pressure. The reservoir also acts as a depository for 
such moisture, oil, and other foreign matter as passes through 
the compressor. The condensation of water resulting from the 
compression of air can never be entirely prevented, but 
the amount may be lessened by obtaining the coolest and 
driest air possible for the air intake to the compressor, and 
by locating the reservoir and radiating pipe in the coolest 
possible place. These conditions are requisite for the most 
satisfactory service. Each reservoir should have a drain 



II 



AIR COMPRESSORS 107 

cock or small pipe connection at its lowest point by means of 
which all residue may be drawn off at frequent intervals, as 
water or oil collecting will soon materially decrease the air- 
storage capacity of the reservoirs. 

Fig. 1 shows the welded pipe, that is, steel tubing with heads 
welded in, fiimished in diameters of 16 in. and under, and 




Fig. 1 Fig. 2 

Fig. 2 the riveted type, made of steel sheets with longitudinal 
seam and heads riveted, furnished in diameters of 18^ in. and 
over. The reservoirs are tested to a pressure of 140 lb. They 
are built to the W. A. B. standard specifications for railroad 
service and designed for pressures up to 125 lb. per sq. in. The 
accompanying table gives the standard sizes of these reser- 
voirs; they may be placed either vertically or horizontally, as 
preferred. In either case, however, it is advisable to have 
the air inlet and outlet near the top and on opposite sides of 
the reservoir, but not directly opposite each other, and the 
drain cock should be located at the lowest point. 

Main Reservoir. — The standard main reservoir is a store 
chamber in which a large supply of compressed air is main- 
tained to charge the brake pipe and auxiliaries; to release 
brakes, if set, by charging the brake pipe to a higher pressure 
than that in the auxiliaries; and to feed any brake-pipe leaks 
while the brakes are released. Also, it often provides air for 
operating sand blowers, bell ringers, blow-off cocks, water 
scoop, and other devices with which the engine is equipped. 
The usual main-reservoir pressure is 90 lb., but this is exceeded 
in mountainous districts when handling very long trains, when 
the train is equipped with the high-speed brake, or when the 
Westinghouse special attachment for controlling heavy trains 
on long down grades is used. 



ICS 



AIR COMPRESSORS 



AIR-STORAGE RESERVOIRS 




Size 


Approximate 


Size 


Approximate 


Inches 


Capacity 
Cubic Inches 


Inches 


Capacity 
Cubic Inches 


12 X 60 


6,000 


201 X 72* 


•21,700 


12 X 66 


6,600 


201 X 78 


23,600 


12 X 72 


7,200 


20 2 X 84* 


25,500 


12 X 78 


7,800 


20- X 90 


27,400 


12 X 84 


8,500 


20 2 X 96* 


29,200 


14 X 54 


7,300 


20^X102 


31,000 


14 X 60 


8,200 


201X108 


33,000 


14 X 66 


9,000 


201X114 


35.000 


14 X 72 


9,900 


201X120 


37,000 


14 X 78 


10,800 


22^X 36 


12.600 


14 X 84 


11,600 


22iX 42 


14,900 


16 X 48 


8,500 


22iX 48* 


17,100 


16 X 54 


9,600 


22iX 54 


19,400 


16 X 60 


10,800 


22 -X 60* 


21,700 


16 X 66 


11,900 


22^ X 66 


24,000 


16 X 72 


13,000 


221 X 72* 


26,300 


16 X 78 


14,200 


22IX 78 


28,500 


16 X 84 


15,300 


221 X 84* 


30,800 


16 X 90 


16,400 


22^ X 90 


33,100 


16 X 96 


17,600 


22 2 X 96* 


35,400 


16 X102 


18,700 


22^X102 


37,700 


16 X108 


19,800 


22^X108 


39,900 


16 X114 


21,000 


222X114 


42,200 


16 X120 


22,000 


221X120 


44,500 


18-X 42 


10,000 


242X 36 


15,000 


IS-X 48* 


11,500 


24^ X 42 


17,700 


18-X 54 


13,000 


24 3 X 48* 


20,400 


18-X 60* 


14,500 


24iX 54 


23.100 


I82X 66 


10,100 


24 2 X 60* 


25,800 


18 2 X 72* 


17,600 


241 X 66 


28,500 


I82X 78 


19,100 


24 ^X 72* 


31,200 


18 2 X 84* 


20,600 


24^ X 78 


34,000 


18^X 90 


22,200 


24 -X 84* 


36,700 


18iX 96* 


23,700 


24^ X 90 


39.400 


I82XIO2 


25,200 


24-1 X 96* 


42.100 


I83XIO8 


26,700 


24^X102 


44,800 


18^X114 


28,300 


24^X108 


47,500 


18^X120 


29,800 


26^X 36 


17,500 


201 X 36 


10,400 


26 2 X 42 


20,700 


2O1X 42 


12.300 


261 X 48* 


23,900 


20- X 48* 


14,200 


261 X 54 


27,100 


201 X 54 


16,000 


26^ X 60* 


30,300 


20,X 60* 


18,000 


26- X 66 


33,500 


2O5X 66 


19,800 


26 5 X 72* 


36,700 



* These sizes are always in stociL. 



AIR COMPRESSORS 
Table — ( Contin iied) 



109 





Approximate 


Size 


Approximate 


Inches 


Capacity 
Cubic Inches 


Inches 


Capacity- 
Cubic Inches 


26- X 78 


39,800 


28^X 90 


53,600 


26 2 X 84* 


43,000 


28^ X 96* 


57,300 


26- X 90 


46.200 


30^ X 36 


23,400 


26^ X 96* 


49,400 


30^ X 42 


27,600 


28 2 X 36 


20,300 


30 2 X 48* 


31.800 


28 2 X 42 


24,000 


30- X 54 


36,100 


28^ X 48* 


: 27,700 


30 2 X 60* 


40,300 


28^ X 54 


31,400 


30^ X 66 


44,600 


28. X 60* 


35,100 


30^ X 72* 


48,800 


28^ X 66 


38,800 


30^ X 78 


53.000 


28^ X 72* 


42,500 


30^ X 84* 


57,300 


28^ X 78 


46,200 


301 X 90 


60,500 


281 X 84* 


49,900 


301 X 96* 


64.800 



The main reservoir varies in size according to the kind of 
service — freight or passenger- — in which the engine is employed. 
In the best practice, a main reservoir of not less than 40,000 cu. 
in. capacity for passenger, and from 50,000 to 70,000 cu. in. 
for freight, service is used. For freight service the following 
schedule is recommended. 

Main -Reservoir 
Pump Capacity Capacity 

Cubic Inches 

One 9^in 50,000 

Two 9Hn 65,000 

One 11-in 60,000 

Two 11-in 70,000 

One 8|-in. cross-compound 70,000 

If the train is long and the main reservoir small, a high 
pressure must be carried in the latter in order that it may 
equalize with the brake pipe at a sufficiently high pressure to 
promptly release the brakes and recharge the auxiliaries. 
When the main reservoir is large, a much lower reservoir 
pressure can be carried, and the pump can also store a greater 
quantity of air while the brakes are applied. When, there- 
fore, the main reservoir is small, the pump must work both 
*These sizes are always in stock. 



110 



AIR COMPRESSORS 



.« 


o 


& 








CO 


< 






00 


PI 


•H|f« 


•** 


^xV. 


(N 


<i 






^u 


















s§.^ 




>. 






CO 


a 






13 6 


<N 


< 














ww 






rtiM 


^ 


X 










<D 




>. 






^ > 


(M 


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CD JH 

■SO a 


(M 


< 






1, Riv( 
Semic 
Heads 
elded i 


o 


< 


- :- 


11^ 


W|M 


b 






00 


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T-H 


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1— > 












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-iK* 




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rt^ 


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(D 




rt 


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Q..X.-S 1 


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Shell, O. 

Pipe 

Conve 

Head 

Welded 




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AIR COMPRESSORS 111 

faster (or longer) and against a higher pressure, either of which 
tends to cause overheating. A much higher pressure is required 
in the main reservoir than in the brake pipe, not only to 
release brakes, but also to force the air through the brake pipe 
in the shortest time possible and thus release all brakes on a 
long train promptly and as nearly simultaneous as possible. 
About 20 lb. more pressure in the reservoir than in the brake 
pipe is usually needed with a large reservoir; with a small 
reservoir, more than 20 lb. is necessary. In ordering main 
reservoirs, the pressure, outside diameter, and length over 
all, in inches, and any special features, such as special pipe 
tapping, handholes, etc., must always be given. 

Styles of Reservoirs. — Main reservoirs are made in three 
styles; The shell of drawn tubing with convex heads welded 



in; the shell of drawn tubing with semiconvex heads welded 
in; the shell riveted with semiconvex heads welded in. Also, 
reservoirs are made with brazed seams for shell and heads. 

Standard Tapping. — The standard method of tapping main 
reservoirs is shown in the accompanying figure. Pipe tap B is 
central, and there is one tap in each head. If there are two* 
tap holes in the same reservoir head, they must not be closer 
than 4 in. between centers. Also, no hole should be placed 
closer to the shell than 5 in. from the center of the hole to 
the shell of the reservoir. The proper size of pipe taps for the 
different size reservoirs is given in the table showing the style 
of construction. 

Enameled Reservoirs. — Reservoirs enameled by special 
process are recommended on account of their durability 
and because both inside and outside surfaces are protected 
against corrosion, oxidation, etc., thereby preserving the 
initial factor of safety. The reservoir is thoroughly cleaned 
in an acid bath, neutralized by an alkali, and carefully washed 



112 



AIR COMPRESSORS 



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AIR COMPRESSORS 113 

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AIR COMPRESSORS 115 

and dried. It is then dipped in warm enamel to coat both 
inside and outside surfaces, and baked at a high temperature, 
the dipping and baking operations being repeated to give a 
second coat. The mark )0(f just above the pipe tap in the 
head of a reservoir indicates enamel reservoir. The mark )0^ 
indicates plain reservoir. 

Location of Reservoirs. — It is strongly recommended that 
the main-reservoir capacity be divided into two reservoirs of 
suitable dimensions, so located and so connected by piping, 
as to give the greatest possible radiating surface to cool 
the air to atm.ospheric temperature, and cause the precipi- 
tation of as much moisture as possible before the air is 
drawn out of the reservoir. Main reservoirs should be located 
in as cool a position as possible and never at the side of the 
firebox. 

The standard sizes of main reservoirs are designed for a 
maximum pressure of 140 lb.; special reservoirs built to carry 
more than 140 lb. can be obtained on special specifications. 

Calculating Main-Reservoir Capacity. — To find the capacity 
of a main reser\''oir, apply the following rule: 

Rule. — To calculate the approximate capacity of a- reservoir, 
in cubic inches, multiply its cross-sectional area, in square 
inches, by the inside length, in inches. 

Example 1. — What is the capacity of a reservoir 20 in. in 
diameter and 100 in. in length (inside measurements)? 

Solution. — The cross-sectional area of the reserv^oir is 
20X20X. 7854 = 314.16 sq. in. The length is 100 in. There- 
fore, the capacity is 314.16X100 = 31,416 cu. in. 

To calculate approximately the capacity of a main reservoir 
from its outside dimensions, subtract ^ in. from its diameter 
and 3 in. from its length, so as to reduce the outside measure- 
ments to inside measurements; then proceed as before. The 
\ in. from the diameter allows for the thicknesses of metal in 
the walls, while the 3 in. from the length allows for the thick- 
ness of metal of the ends and for the way the ends are secured 
in place. 

Example 2. — What is the capacity of a main reservoir 
26i in. in diameter by 96 in. long? 



AIR COMPRESSORS 



I 



Solution. — The internal dimensions of the reservoir (found 
by subtracting | in. from diameter and 3 in. from the length) 
are 26 in. in diameter by 93 in. long. The area of a 26-in. 
reservoir is 530.93 sq. in.; therefore, its capacity is 530.93 
X 93 = 49,377 cu. in., say 49,400. 

The accompanying table gives the cross-sectional areas of 
the standard sizes of main reservoirs as well as the special 
sizes, 33 1, 34 i, and 36^ in. The areas were calculated after 
subtracting | in. from the diameters, so that multiplying them 
by the length of a reservoir, after subtracting 3 in. from its 
length, will give the approximate capacity of the reservoir, in 
cubic inches. 

CROSS-SECTIONAL AREAS OF AIR-BRAKE MAIN 
RESERVOIRS 



Diameter 


Cross Sectional 
Area 


Diameter 


Cross-Sectional 
Area 


Inches 


Square Inches 


Inches 


Square Inches 


10 


70.88 


241 


452.39 


12 


103.87 


261 


530.93 


14 


143.14 


281 


615.75 


16 


188.69 


30i 


706.86 


181 


254.47 


32^ 


804.20 


20^ 


314.16 


341 


907.90 


22i 


380.13 


36^ 


1,017.90 



I 



11 



ENGINEER'S BRAKE VALVES 117 



ENGINEER'S BRAKE VALVES 



HISTORY OF VALVE 

The engineer's brake valve is that part of the air-brake 
equipment by means of which the engineer can control the 
action of the brakes. It is located in the cab of the engine 
in a position convenient to the engineer. Its function is to 
regulate the flow of air from the main reservoir to the brake 
pipe, and through the chamber in the brake valve to the small 
equalizing reservoir under the right running board; from the 
brake pipe through the engineer's valve to the atmosphere; 
and from the chamber, the equalizing reservoir, and brake pipe 
to the atmosphere; also, if desired, it prevents any flow, of 
air whatsoever. The equaUzing reservoir is connected to the 
chamber of the brake valve, with the object of increasing the 
volume of that chamber. Air passes through the chamber 
when going either into or out of the brake-valve reservoir. 

Three-Way Cock. — The first style of valve (used with the 
non-automatic or straight-air brake as early as 1868) con- 
trolled the passage of the air from the main reservoir to the train 

pipe and brake cyHnders to 

apply the brake, and held the ^^^^irz:;^ !...:^:^^,^,,,, ^ 

air in the brake cylinders and ^ 

train pipe to keep the brake .^J^^^^^s, 

applied; also, it allowed the air y^ ^^^ 

to pass out to the atrrosphere | U^fc: Ifc. llill 

to release the brake. It was a j Wi^^^m l^fflll 

three-way cock, as shown in if^iT^I ^^^^^iP^ 

Fig. 1, having three ports in the '^iJLL,^^ Vjr_^ 

plug that could connect with pj^ ^ 

the passages in the body of the 

cock and control the passage of the air. The pipe on the right 

was connected to the main reservoir, that on the left to the train 

pipe, while the middle one was the exhaust, leading to the 

atmosphere. Some three-way cocks are still in service, but 



118 



ENGINEER'S BRAKE VALVES 



W 



their use is not considered a sign of progress in the air-brake 
field. 

B-11 Brake Valve. — Next in order of invention was the B-11 
engineer's brake valve in 1876, shown in Fig. 2; it was the 
first to have a rotary valve. In this an attempt was made 
to have the valve automatic in closing the discharge of air 
from the brake pipe. The handle was connected to a quick- 
thread screw in the top, which, when turned to the right, would 




To Tra/n Pipe 



Fig. 2 



reduce the tension of the spring shown in the handle and 
allow the brake-pipe discharge valve to be raised off its seat 
by brake-pipe pressure; then brake-pipe air would flow out 
to the atmosphere until it was reduced so that the spring 
could close the discharge valve and stop the flow of air. The 
rotary valve had ports straight through it to feed air direct 
from the main reservoir to the brake pipe with rotary valve 
in full-release position. Cavities in the face of the rotary 
valve connected the brake pipe direct to the atmosphere in 



ENGINEER'S BRAKE VALVES 



119 



emergency position. There was an excess-pressure valve in 
the rotary valve which, in running position, would retain an 
excess of pressure in the main reservoir over that in the brake 
pipe. The higher main- reservoir pressure was found necessary 
to release promptly all triple valves in a train equipped with 
the automatic brake. 

B-12 Brake Valve. — The spring equalization against air 
pressure was not found satisfactory", so the next valve, known 
as the B-12 valve, had 
an equalizing piston 
with air pressure on 
both sides of it; this 
valve is shown in Fig. 
3. The B-12 brake 
valve was invented in 
1886. With this valve 
the first attempt was 
made to overcome the 
evil effects resulting 
from the engineer clos- 
ing the exhaust port 
too suddenly, which on 
a long train generally 
caused several of the 
head brakes to release. 
This releasing of the 
brakes was due to the 
air (rushing through the 
brake pipe) not stopping 
as soon as the exhaust 
port was closed; conse- 
quently, the air banked up in the front end of the brake 
pipe and raised the pressure above that in the auxiliary 
reservoir, thus causing the brakes to release. The equaliz- 
ing feature provides for a constant flow of air from the 
brake pipe until the pressure is uniform throughout the train. 
The valve is also provided with a direct-application port, 
which is used in cases of emergency only. The chamber 
above the equalizing piston has a small reservoir attached 




Fig. 3 



120 



ENGINEER'S BRAKE VALVES 



to it to increase its volume; in full-release and running positions, 
main-reservoir air passes through this chamber and through 
the small holes in the equalizing piston on its way to the brake 




pipe, as can be seen by the line of arrows. This valve has an 
excess-pressure valve in one side through which the air from 
the main reservoir has to pass when the rotary valve is in run- 
ning position. 



ENGINEER'S BRAKE VALVES 121 

C-7 Brake Valve. — The B-12 brake valve was not satisfactory 
in its operation, so another form, called C-7, was put in ser- 
vice in 1887, in which the main-reservoir air passed through 
the rotary valve and its seat into the chamber connected to 
the brake-valve reservoir, and thence through openings in the 
equalizing piston, as in the B-12. The slide valve and springs 
of the B-12 were not used in this one, which made it much less 
complicated and more certain in its action. The perforated 
equalizing piston gave trouble, as any dirt or foreign substance 
between the lower side of this piston and the spring washer 
would allow the air to pass either way through the piston, and 
the piston would not respond to moderate variations of pres- 
sure. To avoid the leakage from the brake-pipe exhaust elbow, 
it was provided with a stop-cock. This could be closed if the 
piston failed to seat the discharge valve; the cock was usually 
found closed, and the brake valve used in the emergency posi- 
tion to discharge air from the brake pipe. Cross-sectional views 
of this valve are shown in Fig. 4. 

D-8 Brake Valve. — The D-8 brake valve, shown in Fig. 5 (a) 
and (6), was invented in 1889, and was intended to overcome 
the objectionable features in the valve preceding it. In this 
valve the main-reservoir air does not pass through the chamber 
above the equalizing piston on its way to the brake pipe, but has 
a direct connection with the brake pipe in full-release position 
through a port and cavities in the rotary valve and seat, and 
the direct-application-and-supply port that leads to the brake 
pipe. It will be noted that the direct-application-and-supply 
port in this valve is not a supply port in the valve preceding 
it, that port being used only in applying the brakes. The 
bottom of the equalizing-piston stem forms a seat over the 
brake-pipe exhaust port and has a small projection continu- 
ing on below the seat to regulate the rate of the brake-pipe 
discharge. 

The top and bottom faces of the equalizing piston are directly 
connected in full-release and running positions by a small port 
known as the equalizing port. The valve also has an excess- 
pressure valve similar to the one in the C-7 valve. In running 
position, the air from the main reservoir passes this valve on 
its way to the brake pipe. 



122 



ENGINEER'S BRAKE VALVES . 




ENGINEER'S BRAKE VALVES 



123 




124 ENGINEER'S BRAKE VALVES 

There are certain objectionable features about this valve 
that were brought out in the process of evolution that the 
air brake underwent as the length of trains increased, and these 
have been changed in the later type of brake valve. The 
excess-pressure valve has given way to the feed-valve or 
brake-pipe governor. The feed-ports are increased in size. 
The arrangements of the ports in the valve and seat are slightly 
altered. The projection of the equalizing discharge-valve 
stem below the brake-pipe exhaust-valve seat is made tapering 
instead of straight, as shown. 

D-5, E-6, F-6 Brake Valve. — The D-8 brake valve was 
superseded by D-o, E-6, or F-6 brake valve (the 1892 model) 
the latter three terms denoting one and the same valve, the 
letter and number being changed as each new catalog was 
issued by the Westinghouse Air-Brake Company. It is shown 
in Fig. 6. In this brake valve the excess-pressure valve of 
the D-8 valve was replaced by the feed- valve attachment. 

G-6 Brake Valve. — The F-6 brake valve was in turn super- 
seded by the G-6 brake valve, which differs from it only in 
the type of feed-valve used, the G-6 brake valve being fur- 
nished with the slide-valve feed-valve. 



G-6 ENGINEER'S BRAKE VALVE 

PIECE AND REFERENCE NUMBERS 

The G-6 brake valve, shown in Figs. 1 and 2, is regularly fur- 
nished with old standard A-1, AD, and AG engine brake equip- 
ments. Its weight, including the feed-valve, is 50 lb. Its piece 
number with brass handle and C-6 feed-valve, complete, is 
19,427; with brass handle, complete, less feed-valve and feed- 
valve case gasket, is 2,169; with malleable-iron handle and C-6 
feed-valve, complete, is 20,231 ; with malleable-iron handle, com- 
plete, less feed-valve, 22,093; with brass handle and B-3 feed- 
valve, complete, 2,168; with malleable-iron handle and B-3 
feed-valve complete, 22,094; with brass handle and feed-valve 
pipe connection, complete, 2,585; with malleable-iron handle 
and feed- valve pipe connection, complete, 22,096. The piece 



ENGINEER'S BRAKE VALVES 



125 




Fig. 1 

and reference numbers of the various parts are given in the 
accompanying list: 



Pc. Ng. Ref. No. Name of Part 


12,670 


2 


Bodv, includes 34. 


2,170 


3 


Rotary-valve seat, complete. 


2,489 


4 


Bottom case, complete, includes 25 and 28. 


1,990 


o 


Bottom cap. 


1.991 


6 


Handle locknut. 


1.992 


i 


Handle nut. 


1.993 


8 


Brass handle, complete, includes 9, 10, 
and 11. 


18.713 


S 


Malleable-iron handle, complete, includes 
9. 10. and 11. 


1.996 


9 


Latch. 


1.367 


10 


Latch spring. 


1,368 


11 


Latch screw. 


1.997 


12 


Rotary -valve key. 


1.998 


13 


Key washer. 


1,999 


14 


Rotary valve. 



L 



126 



ENGINEER'S BRAKE VALVES 



;--d3 




ENGINEER'S BRAKE VALVES 



127 



Pc. No. 


Ref. No. Name of Part 


6,672 


15 


Gauge and equalizing reservoir L. 


2,001 


16 


Gauge and governor union nut. 


16,286 


17 


Gauge and governor union swivel. 


2,172 


18 


Equalizing piston, includes 19. 


10,032 


19 


Piston ring. 


35,299 


20 


f-in. union nut. 


2,005 


21 


f-in. union swivel. 


15,284 


22 


Exhaust fitting. 


2,007 


23 


1-in. union nut. 


2.008 


24 


1-in. union swivel. 


2,010 


25 


Holding nut. 


2,011 


26 


Gauge-pipe L. 


2,012 


27 


Feed- valve gasket. 


2,009 


28 


Holding stud. 


11,014 


29 


^-in. bolt and nut. — 


35,385 


30 


Stud and nut. 


2,015 


31 


Upper gasket 


2,016 


32 


Lower gasket. 


13,109 


33 


Rotary-valve spring. 


6,753 


34 


Oil plug. 


18,480 




C-6 single pressure feed- valve. 


1,635 




i-in. pipe plug. 



Spring Identification of G-6 Brake Valve 



k-c- 




-,-BJ 










Pc. 
No. 


Out. 

Dia. 

A, In. 


Dia. 
Wire 
B. In. 


Free 
Height 
C.In. 


No. 
Coils 


Material 


Name of 
Spring 


1,367 
13,109 


H 
H 


.057 
.057 


If 

1^ 


16 

9^ 


Steel 
Steel 


Latch 
Rotary valve 



OPERATION OF G-6 AUTOMATIC BRAKE VALVE 

When the G-6 engineer's brake valve, Figs. 1 and 2, is in 
release position, main-reservoir air flows into the brake pipe. 

As the brake-pipe pressure increases, the triple pistons are 
forced to release position and the auxiliaries are charged. The 
air also passes down through the rotary valve into the chamber 
above the equalizing piston, and out to the equalizing reservoir 
through the T fitting 15. 

A small port r, called the engineer's warning port, is drilled 
through the rotary valve in such a position that in full-release 



128 ENGINEER'S BRAKE VALVES 

position it is directly over the exhaust port in the rotary seat and 
allows main-reservoir air to blow through into the exhaust port. 

Running Position. — In running position, air from the main 
reservoir passes through the feed-valve attachment into the 
brake pipe. The air continues to flow thus until the brake- 
pipe pressure reaches 70 lb., when the feed- valve attachment 
closes. As air passes through the feed-valve attachment, 
some of it passes up into a cavity in the rotary valve and 
down through a port into chamber D, the chamber above 
the equalizing piston 18. Connection is thus maintained 
between the brake pipe and chamber D, that is, between both 
sides of the equalizing piston 17. The black gauge hand is 
piped to the equalizing-reservoir connection at union swivel 1 7, 
and, as in running position there is a port connection between 
the brake pipe and chamber D through the cavity in the _ 
rotary and a port, the black hand must, in this position, indi-i 
cate both chamber-D and brake-pipe pressures. The samel 
movement that changes the rotary from full-release to running 
position closes the warning port. 

Lap Position. — In lap position, the rotary has been moved 
around so as to close all connections. 

Service Position. — In service position, the rotary has been 
moved so that a groove in the face of the rotary valve connects 
the preliminary -exhaust port in the rotary seat with a port, 
which leads into the direct-application-and -exhaust port. A 
direct connection is thus established between chamber D and 
the atmosphere, and air from chamber D can pass to the 
atmosphere. The reduction of the pressure in chamber D 
causes the equalizing piston to rise and open the brake-pipe 
exhaust valve, thus producing a brake-pipe reduction. 

Emergency Position. — In emergency position, the rotary has 
been moved around so that its cavity connects a large port 
leading to the brake pipe with the exhaust port leading to the 
atmosphere. The opening of these large ports causes a sudden 
brake-pipe reduction, which gives an emergency application 
of the brakes. Also, a groove in the rotary valve connects a 
port from chamber D with a groove leading to the atmosphere, 
thus exhausting the air from chamber D and allowing the black 
hand of the gauge to drop to zero. 



ENGINEER'S BRAKE VALVES 129 



H-5 AUTOMATIC BRAKE VALVE 

PIECE AND REFERENCE NUMBERS 

The H-5 automatic brake valve, shown in Figs. 1 and 2, is 
standard for use with the No. 5-ET locomotive brake equip- 
ment; its weight is 50 lb. The piece number of the H-5 
automatic brake valve, complete, is 11,596. The piece and 
reference number of the various parts are given in the accom- 
panying list. 

Pc.No. Ref.No. Name of Part 



9,733 


2 


Bottom case, bushed, includes 35. 


10,406 


3 


Rotary -valve seat, complete. 


12,277 


4 


Top case, includes 29. 


17,310 


5 


Pipe bracket, includes 25. 26, and 31, 


33,362 


6 


Rotary valve. 


9,759 


7 


Rotary- valve key. 


1,998 


8 


Kev washer. 


1,993 


9 


Handle, includes 10, 11, and 12. 


1.367 


10 


Latch spring. 


1,996 


11 


Latch. 


1,368 


12 


Latch screw. 


1,992 


13 


Handle nut. 


1,991 


14 


Handle locknut. 


11,045 


15 


Equalizing piston, includes 16. 


10,032 


16 


Equalizing-piston-packing ring. 


9,758 


17 


Upper gasket. 


9,757 


18 


Middle gasket. 


15,534 


19 


Lower gasket. 


2,001 


20 


i-in. union nut. 


6,672 


21 


Brake valve T. 


16,286 


22 


J in. union swivel. 


35,299 


23 


l-'m. union nut. 


2,005 


24 


f-in. union swivel. 


2,009 


25 


Holding stud. 


2,010 


26 


Holding nut. 


11,016 


27 


Bolt and nut. 


4,110 


28 


Capscrew. 


6,753 


29 


Oil plug. 


13,109 


30 


Rotary -valve spring. 


2,007 


31 


1-in. union nut. 


2,008 


32 


1-in. union swivel. 


1.636 




1-in. pipe plug. 


1,734 




f-in. pipe plug. 


14,464 


35 


Exhaust fitting. 



130 



ENGINEER'S BRAKE VALVES 




COUALlflNG MCSCRVOltt 



Fig. 1 



ENGINEER'S BRAKE VALVES 131 

OPERATION OF THE H-5 AUTOMATIC BRAKE VALVE 

This H-5 automatic brake valve, although modeled to a 
considerable extent upon the principles of previous valves, is 
necessarily different in detail, as it not only performs ail the 
functions of the other types but also those absolutely necessary 
to obtain all the desirable operating features of the distributing 
valve, which is used in connection with this brake vaJve. The 




positions of the brake- valve handle are shown in Fig. 2, from 
which it will be noted that there is an extra position, called 
holding position. In describing the operation of this brake 
valve, the positions are taken up in the order in which they 
are most generally used. 

Running Position. — To release the engine and tender brakes, 
or when the brakes are not being used and the system is charged 
and ready for an application, the handle should be placed in 
the running position. In this position, cavity / in the rotary 
valve connects ports h and d in the valve seat, affording a 
large direct passage from the feed-valve to the brake pipe, so 
that the latter will charge up as rapidly as the feed -valve can 



132 ENGINEER'S BRAKE VALVES 

supply the air, but cannot attain a pressure above that for 
which the feed-valve is adjusted. Cavity k in the rotary 
valve connects ports c and g in the valve seat, so that chamber D 
and the equalizing reservoir charge uniformly with the brake 
pipe, keeping the pressures on the two sides of the equaUzing 
piston equal. Port 5 in the rotary valve registers with port p 
in the valve seat, permitting main-reservoir pressure, which 
is present at all times above the rotary valve, to pass to the 
excess-pressure head of the pump governor. Port h in the 
rotary valve registers with port I in the seat, connecting the 
application-chamber pipe to the exhaust cavity ex. 

Service Position. — The service position gives a gradual 
reduction of brake-pipe pressure to cause a service applica- 
tion. Port h in the rotary valve registers with port e in the 
valve seat, allowing air from chamber D and the equalizing 
reservoir to escape to the atmosphere through cavities o in 
the rotary valve and exhaust cavity ex in the valve seat. 
Port e is restricted so as to make the pressure in the equalizing 
reservoir and chamber D fall gradually. The fall of pressure 
in chamber D allows the brake-pipe pressure under the equali- 
zing piston to raise it, and unseat the discharge valve, allowing 
brake-pipe air to flow to the atmosphere. When the pressure 
in chamber D is reduced the desired amount, the handle is 
moved to the lap position, thus stopping any further reduc- 
tion in that chamber. Air will continue to discharge from the 
brake pipe until its pressure has fallen to an amount a trifle 
less than that retained in chamber D, permitting the pressure 
in this chamber to force the piston downwards and stop the 
discharge of brake-pipe air. It will be seen, therefore, that the 
amount of reduction in the equalizing reservoir determines that 
in the brake pipe, regardless of the length of the train. 

Lap Position. — The lap position is used while holding the 
brakes applied- after a service application until it is desired 
either to make a further brake-pipe reduction, or to release 
them; also to prevent loss of main-reservoir pressure or the 
release of the brake in the event of a burst hose, a break in 
two, or the opening of the conductor's valve. Lap position 
is also used on all engines in a train that are not controlling 
the train brakes, as, with the handle in this position, port h 



ENGINEER'S BRAKE VALVES 133 

in the rotary valve connects with port u in the seat. There- 
fore, when the double cut-out cock is turned to the position 
that cuts out the brake pipe, it makes a direct opening from 
port i in the distributing valve through the double-heading 
pipe to the atmosphere, and is the passage through which the 
air escapes from the application chamber when the automatic 
brakes are being released. 

Release Position. — The purpose of release position is to 
provide a large and direct passage from the main reservoir 
to the brake pipe, to permit a rapid flow of air into the latter 
to insure a quick release and recharging of the train brakes, 
but without releasing the engine and tender brakes. 

Air at main-reservoir pressure flows through port a in the 
rotary valve to port b in the valve seat and to the brake pipe. 
At the same time, port j in the rotary valve registers with the 
equalizing port g in the valve seat, permitting main-reservoir 
pressure to enter chamber D above the equaUzing piston. 

In this position, port 5 in the rotary valve registers with 
warning port r in the seat and allows a small quantity of air 
to escape into the exhaust cavity ex, which makes sufficient 
noise to attract the engineer's attention to the position in 
which the valve handle is standing. If the handle is allowed 
to remain in this position, the brake system will be charged 
to main-reservoir pressiire. To avoid this, the handle must 
be moved to riinning or holding positions. The small groove 
in the face of the rotary valve that connects with port s, extends 
to port p, in the valve seat, allowing main-reserv-oir pressure to 
flow to the excess-pressure head of the pump governor. 

Holding Position. — The holding position is so named because 
the locomotive brakes are held applied, as they are in release 
position, while the train brakes feed up to the feed-valve 
pressure. All ports register as in running position, except port I, 
which is closed. Therefore, the only difference between run- 
ning and holding positions is that in the former the application 
chamber is open to the atmosphere, while in the latter it is 
not. 

Emergency Position. — The emergency position is used when 
the most prompt and heavy- application of the brakes is 
desired. Port x in the rotar^^ valve registers with port c in 



134 ENGINEER'S BRAKE VALVES 

the valve seat, making a large and direct communication 
between the brake pipe and atmosphere through cavity o 
in the rotary valve and the exhaust cavity in the valve seat. 
This direct passage causes a sudden and heavy discharge of 
brake-pipe pressure, causing the triple valves and distributing 
valve to go to the emergency position and apply the brake in 
the shortest possible time. In this pfosition the groove n in 
the rotary valve connects ports g and I in the valve seat, thereby 
allowing equalizing reservoir air to flow into the application 
chamber. 

The oil plug £9 is placed in the top case ^ at a point to 
fix the level of the oil surrounding the rotary valve. A leather 
washer 8 prevents air in the rotary -valve chamber from leaking 
past the rotary-valve key to the atmosphere. A spring 30 
keeps the rotary- valve key firmly pressed against the washer 8 
when no main-reservoir pressure is present. The handle 9 
contains a latch 11 that fits into notches in the top case; 
these notches are so located as to indicate the different posi- 
tions of the brake- valve handle. The spring 10 back of the 
latch forces the latter against the body with sufficient pres- 
sure to distinctly indicate when the handle arrives at each 
position. 

To remove the brake valve, take off nuts ^7, thus allowing 
it to come away without disturbing the pipe bracket or breaking 
any pipe joints. To take the valve proper apart, remove cap- 
screws £8. 

The brake valve should be located so that the engineer 
can operate it from his usual position, while looking forwards 
or backwards out of the side cab window, and in such a manner 
that the handle will not meet with any obstruction through- 
out its entire movement. 

H-6 AUTOMATIC BRAKE VALVE 

PIECE AND REFERENCE NUMBERS 

The H-6 automatic brake valve, shown in Fig. 1, is a part 
of, and is regularly supplied with, the No. 6 ET locomotive 
brake equipment; its weight is 50 lb. The piece number of 
H-6 brake valve, with brass handle and pipe bracket, complete, 



ENGINEER'S BRAKE VALVES 



135 




23 
_ 24 

31 £qua//z//7^/fesen/p/r 



Frn. 1 



136 



ENGINEER'S BRAKE VALVES 



is 18,462; with brass handle, complete, without pipe bracket, 
22,091; with malleable-iron handle and pipe bracket, complete, 
19,288; with malleable-iron handle, complete, without pipe 
bracket, 22,092. The piece and reference numbers of the 




Fig. 2 

various parts are given in the accompanying list. In Fig. 2 
are shown enlarged views of the face and the top of the rotary 
valve. 



Pc. No. Ref. No. Name of Part 

9,733 2 Bottom case, bushed, includes 31. 
18,434 3 Rotary-valve seat, complete. 
12,277 4 Top case, includes 29. 
18,432 5 Pipe bracket includes 25, 26, 32, 33, and 

34. 
18,413 6 Rotary valve. 
9,759 7 Rotary- valve key. 
1,998 8 Key washer. 

1,993 9 Brass, handle, complete, includes 10, 11, 
and 12. 
18,713 9 Malleable -iron handle, complete, includes 
10, 11, and 12. 



1,367 
1,996 
1,368 
1,992 
1,991 
11,045 
10,032 
9,758 
9,757 



10 
11 
12 
13 
14 
15 
16 
17 
18 



Latch spring. 
Latch. 
Latch screw. 
Handle nut. 
Handle locknut. 
Equalizing piston. 
Piston ring. 
Upper gasket. 
Middle gasket. 



includes 16. 



ENGINEER'S BRAKE VALVES 



137 



Pc. No. Ref. No. Name of Part 

15,534 19 Lower gasket. 

20,485 Governor-union connection, complete, 
includes 20, 22, and 35. 

2,001 20 Gauge and governor-union nut. 

6,672 21 Gauge and equalizing reservoir T. 

16,286 22 Gauge and governor-union swivel. 

35,299 23 |-in. union nut. 

2,005 24 -|-in. union swivel. 

2.009 25 Holding stud. 

2.010 26 Holding nut. 
37,256 27 Bolt and nut. 

4,110 28 Capscrew. 

6,753 29 Oil plug. 

13,109 30 Rotary- valve spring. 

14,464 31 Exhaust fitting. 

1,004 32 l-in. pipe plug. 

1,636 33 1-in. pipe plug. 

1,734 34 f-in. pipe plug. 

20,470 35 Govenior-union stud._ 

18,365 Distributing-valve union connection, com- 
plete, includes 202, 203, and 20 i. 

18,364 202 Union stud. 

15,292 203 Union nut. 

18,363 204 Union swivel. 



Spring Identification of H-6 Brake Valve 



Pc. 

No. 


Out. 
Dia. 
A, In. 


Dia. 
V/ire 
5, In. 


Free 
Height 
C,In. 


No. 

Coils 


Material 


Name of 
Spring 


1,867 
13,109 


« 


.057 
.057 


11 
1^ 


16 
9. 


Steel 
Steel 


Latch 
Rotary valve 



OPERATION OF H-6 AUTOMATIC BRAKE VALVE 

Charging and Release Position. — The purpose of the charg- 
ing and release position is to provide a large, direct passage 
from the main reservoir to the brake pipe, to permit a rapid 
flow of main-reservoir air into the brake pipe to charge the 
train-brake system ; to quickly release and recharge the brakes ; 
to hold the locomotive brakes, if they are applied. In release 
•position, air at main-reservoir pressure flows through port a in 



138 ENGINEER'S BRAKE VALVES 

the rotary valve and port b in the valve seat into the brake 
pipe. Port j in the rotary valve registers with equalizing port g 
in the valve seat, permitting main-reservoir air to blow into 
chamber D above the equalizing piston. 

If the handle is allowed to remain in this position, the 
brake system will be charged to main-reservoir pressure. To 
avoid this, the handle must be moved to running or holding 
position. A small port discharges feed-valve-pipe air to the 
atmosphere in release position, to prevent the engineer from 
forgetting that the handle is in release position. Cavity / in 
the rotary valve connects port d with warning port r in the seat 
and allows a small quantity of air to escape into the exhaust 
cavity ex which makes sufficient noise to attract the engineer's 
attention to the position in which the valve handle is standing. 
The small groove in the face of the rotary valve that connects 
wioh port s, extends to port p in the valve seat, allowing main- 
reservoir pressure to flow to the excess-pressure head of the 
pump governor. 

Running Position. — The running position is the proper posi- 
tion of the handle when the brakes are charged and ready 
for use, when the brakes are not being operated, and when the 
locomotive brakes are to be released. In this position, cavity / 
in the rotary valve connects ports b and d in the valve seat, 
affording a large direct passage from the feed-valve pipe to 
the brake pipe, so that the latter will charge up as rapidly as 
the feed-valve can supply the air, but cannot attain a pressure 
above that for which the feed- valve is adjusted. Cavity k 
m the rotary valve connects ports c and g in the valve seat, 
so that chamber D and the equalizing reservoir charge uni- 
formly with the brake pipe, keeping the pressure on the two 
sides of the equalizing piston equal. Port s in the rotary 
valve registers with port p in the valve seat, permitting main- 
reservoir pressure, which is present at all times above the 
rotary valve, to pass to the excess-pressure head of the pump 
governor. Port h in the rotary valve registers with port I in 
the seat, connecting the distributing-valve release pipe through 
the exhaust cavity ex with the atmosphere. 

Service Position. — The service position gives a gradual reduc- 
tion of brake-pipe pressure to cause a service application. 



ENGINEER'S BRAKE VALVES 139 

Port h in the rotary valve registers with port e in the valve seat, 
allowing air from chamber D and the equalizing reservoir to 
escape to the atmosphere through cavities o, in the rotary valve, 
and ex, in the valve seat. Port e is restricted so as to make 
the pressure in the equalizing reservoir and chamber D fall 
gradually. As all other ports are closed, the fall of pressure 
in chamber D allows the brake-pipe pressure under the equal- 
izing piston to raise it, and unseat its valve, allowing brake-pii>e 
air to flow to the atmosphere gradually through the opening 
marked exhaust, Fig. 1. When the pressure in chamber D 
is reduced the desired amount, the handle is moved to lap 
position, thus stopping any further reduction in that chamber. 
Air will continue to discharge from the brake pipe until its 
pressure has fallen to an amount a trifle less than that retained 
in chamber D, permitting the pressure in this chamber to 
force the piston downwards gradually and stop the discharge 
of brake-pipe air. It will be seen, therefore, that the amount 
of reduction in the equalizing reservoir determines that in the 
brake pipe, regardless of the length of the train. 

Lap Position. — The lap position is used while holding the 
brakes applied after a service application until it is desired 
either to make a further brake- pipe reduction or to release 
them; and to prevent loss of main-reservoir pressure in the 
event of a burst hose, a break-in- two, or the opening of the 
conductor's valve. In this position all ports are closed. 

Release Position. — The release position, which is used tor 
releasing the train brakes after an application, without releas- 
ing the locomotive brakes, has already been described. The 
air flowing from the main-reservoir-pipe connection through 
port a, in the rotary valve, and port b, in the valve seat, to the 
brake pipe, raises the pressure in the latter, thereby causing 
the triple valves and equalizing portion of the distributing 
valve to go to release position, which releases the train brakes 
and recharges the auxiliary reservoirs and the pressure cham- 
ber in the distributing valve. When the brake-pipe pressure 
has been increased sufficiently to cause this, the handle of the 
brake valve should be moved to either running or holding 
position; the former when it is desired to release locomotive 
brakes, and the latter when they are to be still held applied. 



140 ENGINEER'S BRAKE VALVES 

Holding Position. — In holding position the locomotive brakes 
are held applied while the train brakes recharge to feed-valve 
pressure. All ports register as in running position, except 
port /, which is closed. The only difference between running 
and holding positions is that in the former the locomotive brakes 
are released, while in the latter they are held applied. 

Emergency Position. — The emergency position is used when 
the most prompt and heavy application of the brakes is re- 
quired. Port X in the rotary valve, and port c in the seat, make 
a large direct opening between the brake pipe and atmosphere. 
This makes a sudden heavy brake-pipe reduction, causing the 
triple valves and distributing valve to go to the emergency 
position. Main-reservoir air flows to the application cylin- 
der through port j, a groove in the seat, cavity k, port n in the 
valve, and port u in the seat, thus maintaining application-cyl- 
inder pressure. Equalizing-reservoir air flows through port v in 
rotary valve, port g in seat, and the exhaust port o, reducing 
equalizing-reservoir pressure to zero during an emergency 
application. 

SF-1 INDEPENDENT BRAKE VALVE 



I 



I 



PIECE AND REFERENCE NUMBERS 

The SF-1 independent brake valve, Fig. 1, is a part of, and 
is regularly supplied with, the No. 5 ET locomotive brake 
equipment; its weight is 14 lb. The SF independent brake 
valve, formerly supplied with the No. 5 ET equipment, dif- . 
fers from the SF-1 valve in the items, Ref. Nos. 9, 10, 12, 27, 
and 28, in the accompanying list. The SF valves now in 
service may be readily changed to incorporate the new type 
of spring and housing by drilling a j^-in. hole for the stop-pin 
and substituting Ref. Nos. 9, 10, 12, 27, and 28 in place of 
similar details removed. It is impossible to apply either the 
spring or any detail of the new construction to old SF valves 
unless the complete set of details comprised in the improved 
arrangement is first changed and the ^-in. hole is drilled accord- 
ing to directions, which will be furnished by the Westinghouse 
Air-Brake Company on request. In ordering repair parts for 
this valve, note carefully whether they are desired for the SF 



ENGINEER'S BRAKE VALVES 



141 



UTOMATIC BRAKE VALVr 







j-li'— 2i 



Fig. 1 



142 ENGINEER'S BRAKE VALVES 

or SF-1 valve. The piece number of SF-1 independent brake 
valve with brass handle and pipe bracket, complete, is 21,736; 
with malleable-iron handle and pipe bracket, complete, 21,737. 
The piece and reference numbers of the various parts are given 
in the accompanying list. 

Pc. No. Ref. No. Name of Part 

10,214 2 Rotary- valve seat. 

Body, includes 11, 20, and 27. 

Pipe bracket, includes 23 and 24. 

Rotary valve. 

Rotary- valve key. 

Rotary-valve spring. 

Key washer. 

Return spring. 

Return-spring casing. 

Screw for return-spring casing. 

Upper clutch. 

Cover. 

Cover screw. 

Brass handle, includes 17, 18, and 19. 

Malleable-iron handle, includes 17, 18, 19. 

Handle nut. 

Latch spring. 

Latch. 

Latch screw. 

Oil plug. 

Upper gasket. 

Lower gasket. 

Holding s-^ud. 

Holding nut. 

Bolt and nut. 

Fillister-head screw. 

Return-spring stop. 

Lower clutch. 



21,738 


3 


12,306 


4 


11,934 


5 


14,299 


6 


6,763 


7 


6,760 


8 


17,445 


9 


19,072 


10 


11,943 


11 


19,071 


12 


11.925 


13 


12,304 


14 


11,966 


15 


18,748 


15 


9,926 


16 


9,810 


17 


11,932 


18 


1,368 


19 


6,753 


20 


28,659 


21 


36,475 


22 


12,305 


23 


10,844 


24 


15,332 


25 


12,309 


26 


17,138 


27 


19,070 


28 



S-6 INDEPENDENT BRAKE VALVE 

PIECE AND REFERENCE NUMBERS 

The S-6 independent brake valve. Fig. 1, is a part of, and 
regularly supplied with, the No. 6 ET brake equipment. Its 
weight is 14 lb. The piece number of S-6 valve with brass 
handle and pipe bracket, complete, is 15,326; with brass handle, 
complete, without pipe bracket, is 21,990; with malleable-iron 
handle and pipe bracket, complete, 19,293; and with malleable- 
iron handle, complete, without pipe bracket, 21,991. 



ENGINEER'S BRAKE VALVES 



143 








Fig. 1 



144 



ENGINEER'S BRAKE VALVES 



Pc. No. Ref. No. 



Name of Part 



15,328 
15,300 
15,327 
19,072 
17,445 
15,303 
11.943 
17,255 
17,248 
13,109 

6.7G0 
19,071 

9,926 
11,966 
18,748 

9,810 

1,368 
11,932 
12,304 

6,653 
15,332 
12,305 
10,844 
36,476 
28,467 
19,070 
17,138 
12,304 
18,365 



18,364 202 
15,292 203 
18,363 204 



Pipe bracket, includes 22 and 23. 
Rotary- valve seat. 
Body, includes 8, 20, and 27. 
Return spring casing. 
Return spring. 
Cover 

Screw for return-spring casing. 
Rotary valve. 
Rotary- valve key. 
Rotary-valve spring. 
Key washer. 
Upper clutch. 
Handle nut. 
Brass handle, includes 16, 17, and 18. 
Malleable-iron handle, includes 16, 17, 18. 
Latch spring. 
Latch screw. 
Latch. 
Cover screw. 
Oil plug. 
Bolt and nut. 
Holding stud. 
Holding nut. 
Upper gasket. 
Lower gasket. 
Lower clutch. 
Return-spring stop. 
Fillister-head screw. 
Distributing-valve union connection, com- 
plete, includes 202, 203, and 204. 
Union stud. 
Union nut. 
Union swivel. 



^1 



Spring Identification of S-6 Inde- 
pendent Brake Valve 



Pc. 

No. 


Out. 
Dia. 
A, In. 


Dia. 
Wire 
^, In. 


Free 
Height 
C,In. 


No. 
Coils 


Material 


Name of 
Spring 


9,810 
13,109 
17,445 


i4 


.047 
.057 


IH 


20 
9^ 
6^ 


Steel 
Steel 
Steel 


Latch 

Rotary valve 
Return 



J 



ENGINEER'S BRAKE VALVES 145 

OPERATION OF S-6 INDEPENDENT BRAKE VALVE 

The independent brake valve receives air from the main 
reservoir through a reducing valve that reduces the pressure to 
45 lb. It is connected to the exhaust port of the distributing 
valve, and to the automatic brake valve by the release pipe. 
Also, it is connected to the application cylinder of the dis- 
tributing valve through the application- cylinder pipe, a 
T-connection being placed in this pipe to which the applica- 
tion-cylinder pipe from the automatic brake valve is coupled. 

The independent brake valve does not deliver air direct 
to the brake cylinders, but passes it into and out of the appli- 
cation cylinder of the distributing valve. This operates the 
distributing valve and causes it to admit air to the locomotive 
brake cylinders and exhaust air from them. Also, the brake 
valve controls the passage of air from the exhaust port of the 
distributing valve through the release pipe. 

Release Position. — The release position is to be used to 
release the locomotive brakes without regard to the position 
of the automatic brake valve and equalizing valve in the dis- 
tributing valve; also, to release the locomotive brakes while 
the train brakes are being held on by the automatic brake 
valve, as well as to release the brakes, when desired, on the 
following engine of a double-header. When the valve is held 
in this position, air from the application cylinder of the 
distributing valve passes through the application-cylinder 
pipe, a port in the rotary-valve seat, a groove in the rotary 
valve, and the exhaust port in the rotary- valve seat to the 
atmosphere and releases the locomotive brakes. Also, in 
release position, a port in the rotary valve, which acts as a 
warning port to the engineer, registers with a port in the 
rotary-valve seat and allows air to pass out to the atmosphere 
through the warning port. The handle of the independent ' 
brake valve must be held in release position against the ten- 
sion of the return spring 6; otherwise, the spring will automat- 
ically return the handle to running position. 

Running Position. — The brake valve should be carried in 
running position except when it is being used to operate the 
distributing valve. If carried in any other position, it will 
be impossible to control the release of the locomotive brakes 



146 ENGINEER'S BRAKE VALVES 

by the use of the automatic brake valve. In this position, 
a groove in the face of the rotary valve is moved away from 
a port in the rotary- valve seat, so that air from the appli- 
cation cylinder of the distributing valve cannot exhaust to 
the atmosphere. The port leading to the distributing- valve 
release pipe is connected by means of a groove in the rotary 
valve with a port in the valve seat, which leads to the release 
pipe and to the automatic brake valve; consequently, the air 
in the application cylinder and the chamber of the distributing 
valve can pass through the distributing-valve release pipe to 
the independent brake valve, thence into the release pipe, and 
out to the atmosphere through the automatic brake valve, 
provided the latter also is in running position. To release the 
locomotive brakes through the automatic brake valve, both 
brake valves must be in running position. If the automatic 
brake valve is in running position and the locomotive brakes 
are being operated by the independent brake valve, they can 
be released by placing the independent brake valve in running 
position, because air from the application cylinder of the dis- 
tributing valve can then pass through the release pipe and 
automatic brake valve to the atmosphere. 

Lap Position. — The lap position is used when it is desired 
to blank all ports in the rotary- valve seat and prevent air from 
passing through the brake valve. When the valve handle is 
in this position, all ports are blanked so that air cannot pass 
through the brake valve. With the independent brake valve 
in lap position, the locomotive brakes can be applied by means 
of the automatic brake valve by reducing brake-pipe pressure, 
but they cannot be released through the automatic brake valve. 

Slow-Application Position. — The slow-application position 
is to be used when it is desired to apply the locomotive brakes 
lightly or gradually and independently of the train brakes. 
Also, when the locomotive is standing, this position is used to 1 
maintain brake-cyUnder pressure so as to prevent the locomo- 
tive brakes from leaking off through brake-cylinder leakage 
and thus allowing the engine to start when standing on a grade | 
or when the throttle is leaking. When the handle of the valve ' 
is placed in this position, the ports in the rotary valve and ! 
its seat are still blanked as in lap position, except that one port 



ENGINEER'S BRAKE VALVES 



147 



in the face of the rotary valve registers with a port in the rotary- 
valve seat. This allows air at a pressure of 45 lb. to pass 
from the reducing- valve pipe into the application-cylinder pipe 
and the application cylinder of the distributing valve, thus 
applying the locomotive brakes slowly. To graduate the 
appUcation of the locomotive brakes, the handle should be 
moved to slow-application position until the desired pressure 
is obtained in the application cylinder, when it should be 
returned to lap position. The red hand on the duplex gauge 
will register the brake-cylinder pressure of the application. 
When the engi»e is. standing at a coal chute, a water plug, 
or on a turntable, or while work is being done on it, the 
indei)endent brake valve should be left in slow-application 
position so as to keep the locomotive brakes applied. 

Quick-Application Position. — The quick- application position 
is used when it is desired to make a quick application of the 
independent brake. In such cases, the handle of the indepen- 
dent brake valve should be moved to quick-application position 
and held there until the locomotive brakes are fully applied. 
If the handle is not held in quick-application position, the 
return spring 6 will move it back to slow-application position. 
When the handle is in qmck-application position, the rotary 
valve forms -a direct connection between the reducing- valve 
pil>e and the application cylinder of the distributing valve. 

RETURN-SPRING ARRANGEMENT 

The return-spring arrangement of the S-6 independent brake 
valve, shown in Fig. 2, is intended to make it impossible for 
the engineer to leave 

the brake-valve ^ ^^ ^ 

handle either in re- 
lease position or in 
quick- application | 
position. It con- 
sists of a return- 
spring casing 6, 
return spring 6, an upper clutch 13, and a lower clutch 26, 
all of which when assembled fit in the return-spring chamber 
in the body of the brake valve. This chamber is shown in 




148 



ENGINEER'S BRAKE VALVES 



Fig. 3, which is a sectional view of the brake- valve body with 
the return-spring arrangement removed. In this view is shown 
the return-spring casing screw 8 and the return spring stop 27. 
Moving the valve handle from running position to release 
position puts the return spring under tension, so that the 
spring will return the handle to running position if the handle 
is let go. The spring exerts no influence on the brake- 
valve handle between running and slow-application positions. 
Moving the handle from slow- 
to quick- application position 
again puts, the spring under 
tension that returns the handle 
to slow-application position if 
the handle is let go. The brake 
valve, therefore, will not stay in 
either release or quick-applica- 
tion position unless held there. 
Action of Mechanism. — The 
return-spring mechanism is 
operated through the medium 
of the rotary -key stem and the 
brake- valve handle. The lower 
clutch has a lug on. its lower end that by resting against the 
return-spring stop, Fig. 3, prevents this clutch from being 
turned to the left in the spring chamber. Its upper end is 
notched out to fit a similar notch in the bottom end of the 
upper clutch. These notches are such that the brake-valve 
handle can turn the upper clutch from slow-application 
position to release position without disturbing the lower 
clutch. In moving the handle to the right, however, the 
two clutches engage in slow- application position, so that 
moving the handle beyond that position toward quick-appli- 
cation position causes the upper clutch to rotate the lower 
clutch to the right. As the casing holds the upper end of the 
spring stationary, this places the spring under tension and fur- 
nishes the power to move the handle back to slow-application 
position. 

The lower end of the return spring rests against the far 
side of the lug of the lower clutch, which holds it stationary; 




Fig. 3 



ENGINEER'S BRAKE VALVES 149 

the upper end of the spring rests against the stop lug of the 
casing. In the running position of the brake valve, the lug on 
the upper clutch strikes against the lug on the casing, and 
moving the handle to release position causes the casing to be 
rotated to the left. As the lower end of the spring is held 
stationary by the lower clutch, turning the casing to the left 
puts the spring under tension and furnishes the power to 
return the handle to running position. 

Removing Return-Spring Arrangement. — To remove the 
return-spring arrangement, first move the rotary- valve handle 
to release position and while holding it there remove the casing 
screw. Fig. 3. Move the handle back to running position, 
remove the handle nut, take off the rotary- valve handle, take 
out the three cover screws, and remove the cover. Place 
the thumb over one of the casing lugs and hold down the cas- 
ing while prying up the upper clutch by inserting a pointed 
tool under the lug that engages the lug of the casing. This 
will disengage the upper clutch from the lower one and release 
the tension of the return spring, as will be indicated by a slight 
click. The upper clutch, casing, spring, and lower clutch can 
then be removed in the order stated. 

Replacing Return-Spring Arrangement. — In order to replace 
the return-spring arrangement easily, the rotary- valve key 
and stem should be in position in the valve body and the 
casing screw removed. Place the lower clutch on the rotary- 
key stem with the lug down, drop it into the return-spring 
chamber, and turn it until the lug is against the return-spring 
stop and to the right of it, the front of the brake valve facing the 
person doing the work. Next, drop the spring over the key 
stem and lower clutch and bring the end of the spring against the 
right face of the lug of the lower clutch. Next, drop the casing 
over the spring and bring the return-spring stop lug up against 
the top end of the spring. Turn the rotary-valve key until the 
position pin (located near the top of the key stem) points 
toward the casing-screw hole. Place the upper clutch properly 
on the key stem with the fiat end up, and press the clutch 
down as far as it will go; this brings the clutch lug between 
the lugs of the casing. Next, place the brake-valve handle 
on the key stem and move it to release position; this will put 



150 ENGINEER'S BRAKE VALVES 

tension on the spring and will bring the screw slot opposite 
the casing screw. Pres^ down the casing until its lugs are 
flush with the top of the valve body, and then screw the casing 
screw all the way in ; it will extend into the slot in the casing as 
intended. Let the brake- valve return to running position and 
press the upper clutch down as far as it will go; this will cause 
it to take its proper position with respect to the lower clutch, 
the two clutches fitting together. Next, remove the handle, 
secure the cover in place, and replace the handle and secure 
it by means of the handle nut. 



STRAIGHT-AIR BRAKE VALVES 

S-3 (HN.) STRAIGHT-AIR BRAKE VALVE 
Piece and Reference Numbers. — The S-3 (|-in.) straight-air 
brake valve, shown in Fig. 1, is a part of, and is regularly 
supplied with, the combined automatic and straight-air brake; 
it is known as schedule SWA and weighs 16 lb. The piece 
number, with brass handle, complete, is 2,626; with a malleable- 
iron handle, 19,382. The piece and reference numbers of the 
various parts are given ih the accompanying list. 



Pc. No. 


Ref. No. Name of Part 




43,647 


2 


Body. 




2,620 


3 


Shaft cap nut. 




2,621 


4 


Valve cap nut. 




1,289 


5 


Quadrant. 




2,310 


6 


Quadrant bolt and nut. 




2,628 


7 


Shaft, complete, includes steel 
plates. 


wearing 


2,426 


8 


Leather shaft washer. 




2,619 


9 


Shaft- spring washer. 




2,616 


10 


Shaft spring. 




2,629 




Valve, complete, includes 11, 12, 

14. 
Valve stem. 


13. and 


4,855 


11 




2.623 


12 


Valve. 




2,624 


13 


Valve leather. 




2.625 


14 


Valve nut. 




2.616 


15 


Valve spring. 




2,632 


16 


Brass handle, comolete. includes 
19. 20. 21. and 22. 


17. 18. 


18,721 




Malleable-iron handle, cot^^olete. 
17. 18. 19. 20. 21. and 22. 


includes 



ENGINEER'S BRAKE VALVES 



151 



Pc. No. Ref. 


No. Name of Part 


1,367 17 


Latch spring. 


1,292 18 


Latch. 


1,368 19 


Latch screw. 


5,191 


Handle clamp bolt, complete, includes 21 




and 22. 


1.293 20 


Clamp bolt. only. 


1,294 21 


Thumb nut. 


1,291 22 


Pin. 


2.616 27 


Valve spring. 




CHECK VALVE 

Fig. 1 

operation. — To apply the brake, the handle 16 is m^oved to 
application position. This movement causes valve 12 to be 
unseated, and allows air to flow from the chamber below the 
valve, past valve 12, into the upper chamber and thence into 
the pipe leading to the brake cylinder. In this position, the 



152 



ENGINEER'S BRAKE VALVES 



other valve is closed so that no air can escape to the exhaust. 
If the handle is left in this position, the brake-cylinder pressure 
will equalize at 45 lb. — ^that being the pressure at which the 
slide-valve feed- valve for the straight-air equipment is set to 
reduce to — ^and no higher brake-cylinder pressure can be ob- 
tained with the straight air. 

To make a partial application of the brake, the handle 16 
is moved to application position until the desired brake-cylinder 




J PIPE 
TO AUTO. 
SfOE OF 
OOUBLe 
CHECK VALVE 



Fig. 2 

pressure is obtained, when it is moved to lap. To increase 
the application, move the handle to application position for 
the proper increase, and then back to lap. 

In lap position, both valves are closed, so no air can pass into 
the brake cylinder, or from the brake cylinder to the atmos- 
phere. Valve 12 is held up against its seat by the combined 



ENGINEER'S BRAKE VALVES 153 

efforts of spring 15 and the pressure beneath the valve; the 
other valve is held up against its seat by spring 27 and the pres- 
sure beneath it. 

To release the brake, move the handle to release position. 
This allows valve 12 to close and cut off the supply of air to 
the brake cylinder, and the other valve is opened and allows 
brake-cylinder air to escape to the atmosphere. 

A graduated release can be made by moving the handle to 
release position until the desired reduction of brake-cylinder 
pressure is made, and then moving it to lap. 

The notches at the ends of the quadrant that the latch fits 
into are intended to hold the handle in position against the 
tension of the springs 15 and 27. If these notches become 
worn, the force of the spring ^7 is liable to return the handle 
to lap position from release position. Since February, 1917, 
the S-3-A quadrant has been made standard for the S-3 brake 
valve also. 

S-3-A (f-IN.) STRAIGHT-AIR BRAKE VALVE 
Piece and Reference Numbers. — The S-3- A (|-in.) straight- 
air brake valve, shown in Fig. 2, is special and is supplied 
instead of the S-3 brake valve where independent driver- 
brake release is desired and when specified on orders; its 
weight is 18 lb. Its piece nimiber, with brass handle, com- 
plete, is 17,537; with a malleable-iron handle, 19,168. The 
piece and reference numbers of the various parts are given 
in the accompanying list. If it is desired to add the inde- 
pendent driver-brake release feature to S-3 straight-air brake 
valves already in service, order should specify Piece No. 16,235, 
which includes all parts necessary to change an S-3 into an 
S-3-A brake valve; viz.. Ref . Nos. 5, 23, 25, 26, 27. 
Pc. No. Ref. No. Name of Part 



43,647 


2 


Body. 


2,620 


3 


Shaft cap nut. 


2,621 


4 


Valve cap nut. 


16,125 


5 


Quadrant. 


2,310 


6 


Quadrant bolt and nut. 


2,628 


7 


Shaft, complete, includes 9, 


2,426 


8 


Leather shaft washer. 


2.619 


9 


Shaft-spring washer. 


2,616 


10 


Shaft spring. 



154 



ENGINEER'S BRAKE VALVES 



Pc. No. Ref. No. Name of Part 

2,629 Valve, complete, includes 11, 12, 13, and 

14. 
4,855 11 Valve stem. 

2.623 12 Valve. 

2.624 13 Valve seat. 

2.625 14 Valve-stem nut. 
2,616 15 Valve spring. 

2,632 16 Brass handle, complete, includes 17, 18, 
19, 20, 21, and 22. 
18,721 16 Malleable-iron handle, complete, includes 
17, 18, 19, 20, 21. and 22. 

1.367 17 Latch spring. 

1.292 18 Latch. 

1.368 19 Latch screw. 

5,191 Handle clamp bolt, complete, includes 21 

and 22. 

1.293 20 Clamp bolt, only. 

1.294 21 Thumb nut. 
1,291 22' Pin. 

16,124 23 Check- valve stem, complete, includes two 
each of 13 and 24. 
1,738 24 Check- valve nut. 

16.121 25 Check-valve case. 

16.122 26 Check- valve cap nut. 

16,190 27 Valve spring for driver-brake release 
attachment. 



Spring Identification of S-3 and S-3-A 
Straight- Air Brake Valves 



Pc. 

No. 


Out. 
Dia. 
A, In. 


Dia. 
Wire 
B,ln. 


Free 
Height 
C,In. 


No. 
Coils 


Material 


Name of 
Spring 


1,367 
2,616 

16,190 




.057 
.095 

.114 


If 
2 

2 


16 

8 

7 


Steel 
f Nickeled 
I Steel 
/Nickeled 
I Steel 


Handle latch 
Shaft 
Valve 

Driver-brake 
release valve 



Operation of S-3-A Straight-Air Brake Valve.— The S-3-A 
straight-air brake valve is a special valve furnished only when 
it is desired to provide for independent driver-brake release. 
It is similar to the S-3 brake valve, except for the addition of 
a device called the driver -brake release attachment (reference 



ENGINEER'S BRAKE VALVES 155 

numbers 23, 24, 25, and 26), and the addition of a running- 
position notch to the quadrant corresponding to the release posi- 
tion of the S-3 brake valve, the release position of the S-3-A 
brake valve being used for the independent release of the driver 
brake. The driver-brake release attachment screws into the 
body of the brake valve as shown in Fig. 2, in place of the valve 
cap nut 4, Fig. 1. and makes possible the releasing of the 
driver braked after an automatic application, without affecting 
the brakes on the train or tender, thereby providing for inde- 
pendent operation of the driver brakes. 

The driver-brake release attachment is connected to the 
automatic side of the driver-brake double check-valve, the 
other brake-valve connections remaining as in the S-3 brake 
valve. When brakes are applied automatically, the double- 
seated check-valve 23 will be forced against the upper seat, pre- 
venting escape of air through the brake-valve exhaust port. 
To make an independent release of the driver brakes after an 
automatic application, the straight-air brake valve is moved to 
release position, which forces the extended portion of release 
valve 1% against the upper projection of the double-seated 
check-valve, forcing the latter from its seat and allowing the 
driver-cylinder air to pass by the check-valve and to the atmos- 
phere through the brake-valve exhaust opening. 

The operation when applying the brakes by straight air is 
the same as with the S-3 brake, except that the brake-cylinder 
pressure is on top of the check-valve 23 and forces it to its 
lower seat, thus preventing brake-cylinder air from escaping 
through the triple-valve exhaust port by way of connection to 
the automatic side of the double check-valve. The release can 
be made by using release or running position, but the handle 
should invariably be returned to and left in running position. 

Cleaning and Oiling. — In cleaning and oiling the straight-air 
brake valve, all parts should be wiped clean and the applica- 
tion and release valves replaced without oil; a little heavy 
oil or brake-cylinder grease can be used to good advantage on 
the main shaft and its gasket. The slide-valve reducing valve 
should be thoroughly cleaned and a small amount of valve oil 
used on its piston and slide valve. The double check-valves 
and safety valves should be cleaned, but not oiled. 



156 ENGINEER'S BRAKE VALVES 

CARE OF BRAKE VALVES 

There is a wide range of variation in the time a rotary valve 
will continue working satisfactorily in general service. Some 
valves will run 3, 4, or 6 mo., while others will not run as many 
weeks. Tallow or vaseline are good lubricants for the rotary, 
but oil of any kind should be used sparingly on any part of 
the brake apparatus, except the steam end of the pump. Oil 
that has a tendency to gum should never be used. 

Whenever the rotary valve works hard, the brake valve 
should be taken apart and the rotary cleaned and oiled, to 
prevent cutting. At the same time, the packing ring should 
be cleaned, but without removing it, since, if removed, it 
is liable to be sprung out of true, which will necessitate refitting 
to the bushing in which it works. Clean the stem and seat 
of the exhaust valve thoroughly, but leave no oil on either, as 
it will catch particles of dirt and scale and cause trouble. 

Rotary Working Hard. — The chief causes of a rotary working 
hard are; too free use of oil in the air end of the pump, or the 
use of poor oil; constant use of the emergency position of the 
valve, which tends to draw dirt and scale from the train pipe 
on the rotary seat; a hot pump, the heat from which will cake 
the oil on the rotary seat; the handle nut 7 being screwed down 
so tight as to cause key washer 13 to bind on the top casing 
of the engineer's valve; the gasket may be worn so thin that 
the rotary key 12 rubs against the valve body. 

Lubricating Brake Valves.- — If the handle of either the 
automatic or the independent brake valve does not operate 
easily, the rotary valve or the rotary- valve-key gasket is prob- 
ably dry from lack of lubrication. To remedy this trouble 
when the brake system is charged, close the double-heading 
cock in the brake pipe below the brake valve; also, close 
the main-reservoir cock in the main-reservoir pipe. Operate 
the brake valves to remove all pressure from them ; remove the 
oil plug in the automatic brake- valve body, fill the hole with 
good valve oil, and move the valve handle from full-release 
to emergency position and back a few times, to work the oil 
between the rotary and its seat. Fill the oil hole and replace 
thvi plug. Next, remove the cap nut from the top of the 



ENGINEER'S BRAKE VALVES 



157 



rotary-valve key, fill the hole in the key with oil, push down 
on the key, and move the handle a fev/ times; then, again fill 
the hole with oil and replace the cap nut. Treat the inde- 
pendent brake valve in the same manner. 



FEED-VALVES 



C-6 SINGLE-PRESSURE FEED-VALVE 
Piece and Reference Numbers. — The C-6 feed- valve. Fig. 1, 
has superseded the B-3 feed- valve and is regularly supplied 




Fig. 1 

with G-6 brake valve, and as a reducing valve with the ET 
locomotive brake equipments, and with schedule ^SWA. Its 
weight is 10 lb. The piece number of the C-6 feed-valve, 
complete, without pipe bracket or gasket, is 18,480; with F 
crossed-passage pipe bracket and gasket, complete, 18,481; 
with H direct-passage pipe bracket and gasket, complete, 
18,482. 



158 



ENGINEER'S BRAKE VALVES 



Pc. No. Ref. 


No. Name of Part 


18,460 


2 


Valve body, bushed. 


18.458 


4 


Flush nut. 


8.946 


5 


Cap nut. 


18,454 


6 


Piston. 


18.455 


7 


Supply valve. 


1.411 


8 


Supply- valve spring. 


18.286 


9 


Piston spring. 


3.054 


10 


Piston- spring tip. 


16.183 


12 


Regulating valve. 


1.060 


13 


Regulating- valve spring. 


6.509 


14 


Regulating-valve cap nut. 


1.062 


15 


Spring box. 


1.064 


16 


Diaphragm ring. 


1.063 


17 


Diaphragm, 2 pieces required, each 


1.065 


18 


Diaphragm spindle. 


40.452 


19 


Regulating spring. 


11.261 


20 


Regulating nut. 


1.067 


21 


Check-nut. 



Spring Identification of C-6 Feed Valve 



Pc. 
No. 


Out. 
Dia. 
A, In. 


Dia. 
Wire 
B,ln. 


Free 
Height 
C. In. 


No. 
Coils 


Material 


Name of 
Spring 


1.060 
40.452 


1 


.049 
.22 


2 


7 
6^ 


Brass 
Steel 


Regulating- 
valve 
Regulating 



Operation of Feed- Valve. — ^When the feed-valve is not under 
pressure, the supply valve 7 is closed and the regulating valve 12 
is open. The regulating spring 19 forces the supply valve 17 
back until it covers its port, while the regulating spring 19 forces 
the diaphragm to unseat the regulating valve 12. With less 
than 70 lb. brake-pipe pressure, both the supply valve and the 
regulating valve are open and air is feeding into the brake pipe. 
Main-reservoir air enters the chamber to the left of piston 6, 
forcing the piston forwards until the supply valve uncovers its 
port. The air then flows into the brake pipe, increasing the 
pressure. 

While brake-pipe pressure is less than 70 lb., the regulating 
valve is held oflE its seat by the regulating spring making a direct 



ENGINEER'S BRAKE VALVES 159 

opening between the chamber on the right of piston 6 and the 
brake pipe. Leakage that takes place past the piston 6 passes 
directly to the brake pipe, so the chamber to the right of pis- 
ton 6, and the chamber to the left of diaphragm 17, are main- 
tained at brake-pipe pressure. When 70 lb. is obtained in the 
brake pipe, the pressure on the diaphragm 17 is sufficient to 
compress the regulating spring enough to allow the regulating 
valve to close. This cuts off communication between the cham- 
ber to the right of piston 6 and the brake pipe, and the leakage 
occurring past piston 6 then quickly charges the chamber to 
the same pressure as the pressure in the cham^ber to the left 
of piston 6, which allows the piston spring to move piston 6 
and the supply valve to closed position. In this position no 
air can feed into the brake pipe, since the supply port is closed. 

The parts of the feed-valve remain in these positions as 
long as the brake-pipe pressure remains at 70 lb. Any reduc- 
tion of brake-pipe pressure, however, allows the regulating 
spring 19 to expand and unseat the regulating valve; pressure 
in the chamber to the right of piston 6 is then immediately 
reduced to brake-pipe pressure, so that the greater pressure 
of the air in the chamber to the left of piston 6 forces the piston 
to open position. 

Regulation of Feed-Valve. — If the feed-valve does not 
regulate brake-pipe pressure to the proper amount, it can be 
made to do so by adjusting the tension of the regulating spring 
by means of-the regulating nut £0. If it maintains a pres- 
sure below the standard, slov/ly turn the regulating nut to the 
right until the tension of the spring is sufficiently increased 
to give proper regulation. If it maintains too high a pressure, 
place the brake valve in ser\dce position and reduce the brake- 
pipe pressure several pounds below standard; then turn the 
regulating nut to the left so as to relieve the spring of a little 
of its tension, place the brake valve in running position, and 
note the pressure that is then maintained. If still too high, 
proceed as before, and continue until the feed-valve is properly 
adjusted. In order to turn the regulating nut SO, the check- 
nut 21 must first be rer^oved. After the regulating spring has 
been properly adjusted, the check-nut must be replaced. 



160 



ENGINEER'S BRAKE VALVES 



B-6 DOUBLE-PRESSURE FEED-VALVE 

Piece and Reference Numbers. — The B-6 double-pressure 
feed- valve, shown in Fig. 2, has superseded the B-4 double- 
pressure feed- valve, and is a part of, and is regularly supplied 
with, the ET locomotive brake equipments; its weight is 
10| lb. The piece number of the feed-valve, complete, with- 
out pipe bracket or gasket, is 18,477; with F crossed-passagc 



'd3ff/t 




Fig. 2 

pipe bracket and gasket, complete, 18,478; and with H direct- 
passage pipe bracket and gasket, complete, 18,479. The piece 
and reference numbers of the various parts are given in the 
accompanying list. 

Pc. No. Ref. No. Name of Part 

Valve body, bushed. 
Flush nut. 
Cap nut. 
Piston. 

Supply valve. 
Supply-valve spring. 
Piston spring. 
Piston-spring tip. 
Regulating valve. 
Regulating-valve spring. 
Regulating-valve cap nut. 



18,460 


2 


18,458 


4 


8,946 


5 


18.454 


6 


18,455 


7 


1,411 


8 


18.286 


9 


3,054 


10 


16.183 


12 


1,060 


13 


6,509 


14 



ENGINEER'S BRAKE VALVES 



161 



Pc. No. Ref. 

13,241 15 

1,064 16 

1,063 17 

13,243 18 

40,-i51 19 

13,259 20 

13.808 21 

13.809 22 
12,304 23 



No. Name of Part 

Spring box. 
Diaphragm ring. 

Diaphragm, 2 pieces required, each. 
Diaphragm spindle. 
Regulating spring. 
Regulating hand wheel. 
Inner hand- wheel stop, includes 28. 
Outer hand- wheel stop, includes 23. 
Stop -screw. 



Spring Identification of B-6 Feed Valve 



Wt-C- 


^^B U 










Pc. 
No. 


Out. 
Dia. 
A, In. 


Dia. 
Wire 
B,ln. 


Free 
Height 
C,In. 


No. 
Coils 


Material 


Name of 
Spring 


— 

1,060 

40,451 


1 


.049 
.22 


21 


7 
9 


Brass 
Steel 


Regulating- 
valve 
Regulating 



Description of B-6 Feed-Valve. — The B-6 feed-valve, used 
with the No. 6 ET equipment, is an improved form of 
feed-valve. In construction and operation it is practically 
the same as the C-6 feed-valve except that it will charge to the 
regulated pressures somewhat quicker and will maintain the 
pressure more accurately under the variable conditions of short 
and long trains. It is connected to a pipe bracket located 
in the piping between the main reservoir and the H-6 brake 
valve, and is supplied with air from the main reservoir. It 
regulates the pressure in the feed-valve pipe as well as in 
the brake pipe in running and holding positions of the H-6 
brake valve. It has a double-regulation feature, so that it 
can be quickly adjusted to change the regulated pressure from 
one standard pressure to another. This feed-valve is inter- 
changeable with previous types of slide-valve feed-valves and 
can be attached to the F-6 and G-6 brake valves, thereby doing 
away with the reversing cock, the extra feed-valve, and the 
pipes connecting it to the brake valves. 

There is a quick-thread screw on the regulating hand wheel 
20 that will change the adjustment of the regulating spring 19 



162 ENGINEER'S BRAKE VALVES 

from 70 to 110 lb., or to other moderate differences of pressure 
when the wheel is turned. Stops 21 and 22 are split rings that 
fit around the spring box 15 and are clamped in their proper 
positions by the screws 23. The regulating spring unseats the 
regulating valve and determines the pressure to be carried 
in the feed-valve pipe. When the pressure in the chamber 
above the diaphragm 1 7 is less than the tension of the spring 19^ 
the diaphragm is held over against the pressure of the air 
and the regulating valve is held off its seat. 

When the pressure in the feed- valve pipe reaches the stand- 
ard desired, the pressure above the diaphragm will overcome 
the tension of spring 1.9 and move the diaphragm to the right, 
allowing the regulating-valve spring to move the regulating 
valve to its closed position. Spring 13 holds the regulating 
valve 12 against the diaphragm in open position, and against 
its seat in closed position. The diaphragm ring 16 makes an 
air-tight joint with the diaphragm against the valve body, 
and prevents the escape of air past it into the regulating-spring 
chamber. 

Regulation of B-6 Feed-Valve. — To insure accuracy in 
regulating, the B-6 feed- valve should be connected with a 
correct pressure gauge. The regulating hand wheel 20 should 
be screwed in to increase the pressure at which the valve will 
close, and screwed out to reduce the pressure. To adjust 
the wheel, first slacken screw 23 and turn the adjusting wheel 
until the valve is adjusted properly for the desired lower 
pressure. Then move the outer hand-wheel stop 22 until it 
comes against the pin in the wheel and fasten the stop in 
thi^ position on the spring case 15 by means of screw 23. 
Next, turn the hand wheel 20 in the opposite direction until 
the valve is adjusted properly for the desired higher pressure 
and then move the inner hand-wheel stop 21 around to bring 
the stop against the pin in the wheel and secure it in that 
position with screw 23. Once the feed-valve is adjusted for 
the proper high and low pressures, the pressure in the feed-valve 
pipe can be quickly changed from high to low or from low to 
high by simply turning the regulating wheel so as to move the 
stop-pin from stop 21 to stop 22 or from stop 22 to stop 21. 
If it is desired to carry a pressure between the low and the high 



ENGINEER'S BRAKE VALVES 163 

pressure, the wheel can be stopped at any point betvv^een the 
stops £1 and 22. 

Care of B-6 Feed-Valve, — In order that the feed-valve may 
perform its functions properly, it is necessary that it be cleaned 
and oiled occasionally. If the feed- valve is to be cleaned when 
the air-brake system is charged with air, it must be relieved of 
all pressure before it can be taken apart. To do this, close the 
cut-out cock in the brake pipe underneath the brake valve, so 
as to save the air in the brake pipe, and place the brake valve 
in service or emergency position to empty the feed-valve and 
the short piece of brake pipe above the cut-out cock; the feed- 
valve may then be taken apart and cleaned. Clean both the 
piston 6 and its cylinder, and the supply valve 7 and its bushing, 
very carefully, leaving no lint on the parts, for it will cause 
trouble; clean, also, the regulating valve and its seat and the 
hole in the regulating-valve cap nut into which the regulating 
valve extends. 

In oiling the supply valve, only a small amount of valve 
oil, vaseline, mutton tallow, or some similar lubricant should 
be used, the oil being applied with the finger. Only a very 
small amount of some light lubricating oil (engine oil will do) 
should be used on the supply-valve piston and its cylinder, 
and that should be well rubbed on with the fingers. If too 
much or too heavy oil is used on these parts, it will get into 
the grooves of the piston and act as an oil packing and will 
interfere very materially with the action of the feed-valve. 
The regulating valve should not be oiled, but should be 
replaced dry. 

PIPES, BRACKETS, AND REVERSING 

COCKS 

PIPE BRACKETS 

When the feed- valve is placed in the piping of a brake equip- 
ment instead of on the brake valve, as in the ET and the SWA 
equipments, a pipe bracket to which the feed- valve is attached 
must be used. 

F Crossed-Passage Pipe Bracket. — The F pipe bracket 
shown in Fig. 1 is the standard for the ET locomotive brake 



164 



ENGINEER'S BRAkE VALVES 



equipment, and is regularly furnished therewith unless other- 
wise specified on orders; its weight is 5^ lb. The piece number 










Fig. 1 

of the F crossed-passage pipe bracket, complete, is 18,240; of 
the F pipe-bracket body, 18,239; and of the stud and nut, 

-2l 



S0...0® 



5212 



ililli -.J.L.4L|il 







(6) 
Fig. 2 

35,385. The reference number of the pipe-bracket body is 2; ^ 
and of the stud and nut, 3. 



I 



ENGINEER'S BRAKE VALVES 165 

H Direct-Passage Pipe Bracket. — The H pipe bracket, shown 
in Fig. 2 (a), is the standard for schedule SWA, and is regularly 
furnished therewith unless otherwise specified on orders; its 
weight is 5 lb. The piece number of the H direct-passage 
pipe bracket, complete, is 18,463; of the H pipe-bracket body, 
18,464; and of the stud and nut, 35,385. The reference num- 
ber of the pipe-bracket body is 2; and of the stud and nut, 3. 
The two ports between the two studs 3 are the inlet and outlet 
ports of the bracket. They come opposite the similar ports 
of the feed-valve. The arrow on the projecting part at the 
top of the bracket shows the direction of flow of air through the 
brackets. 

Feed-Valve Gasket. — The piece number of the feed-valve 
gasket is 2,012; the gasket is shown in Fig. 2 (b). 

BRAKE-VALVE FEED-VALVE PIPE CONNECTION 

In the schedule U and the high-speed equipments, the feed- 
valve is removed from the brake valve and two feed- valves are 
placed on a reversing cock. In these 
equipments, therefore, the brake 
valve is supplied with a feed- valve y^J^Z7Z^^^~^^^I^^\ 



, , . I P"' Kyi M'i (^ 

:h the pipes to V >-^rf.\'._Jt^^'"' 

are connected. / |""^^T"r"fe^" 

connect ion , aipRiLL p — z' — — iV'i 



1 



pipe bracket to which 

the reversing cocks 

The feed-valve pipe connect ion , ii^rill 

Fig. 3, is furnished with the G-6 -pj^, g 

brake valve, piece numbers 2^585 and 

22,096, and with the high-speed brake, schedule AG, and the 

double-pressure control, schedule U; its piece number is 2,586, 

and its weight, | lb. 

REVERSING COCK 

The reversing cock, shown in Fig. 4, is used in connection 
with double-pressure control, schedule U, and high-speed brake, 
schedule AG, equipments; its weight is 14 lb. The piece num- 
ber of the reversing cock complete is 2,574; the piece and 
reference numbers of the various parts are as follows: 

Pc.No. Ref. No. Name of Part 
2,576 2 Body, bushed. 

2,579 3 Key. 



166 



TRIPLE VALVES 



2,098 
2,097 
2,100 
2,305 


4 
5 
6 
7 


Key spring. 
Cap. 
Handle. 
Stud and nut. 


1,635 




i-in. pipe plug. 







The left feed-valve is adjusted, usually, to 70 lb.; the rigS 
is adjusted to 110 lb. There are two positions in which the 

handle of the revers- 
ing cock may stand. 
The position to the 
left is used when 
the engine is to be 
coupled to a train 
having the ordinary 
quick-action brake. 
In this position, the 
feed-valve that is 
adjusted for 70 lb. 
is cut in and the 
one for 110 lb. is 
cut out, and the brake-pipe pressure is regulated to 70 lb. 
per sq. in. Coupled to a train of high-speed brakes, the handle 
is moved to the right position. This cuts into service the 
110-lb. feed- valve. 




Fig. 4 



TRIPLE VALVES 



PLAIN TRIPLE VALVES FOR ENGINES 
AND TENDERS 

Prior to 1903, the F-24 plain triple valve and, later, the G-24 
triple were recommended for all driver-brake cylinders 10 in. 
or less in diameter, with or without truck brakes, the F-25 
plain triple for 12-in., 14-in., and 16-in. driver brakes, with or 
without truck brakes, and the F-46 for high-spfeed brakes with 
all sizes of driver-brake cylinders with or without truck brake. 
Later, the F-46 triple was recommended for universal use for 
12-in., 14-in., and 16-in. driver-brake cylinders, with or without 
truck brake, and the H-24 triple for all driver-brake cylinders 
10-in. or less, with or without truck brake. 



J 



TRIPLE VALVES 167 

For both freight-engine and switch-engine tenders, the G-24 
triple was suppUed for use with 8-in, and 10-in. cylinders, and 
the F-25 triple for 12-in. cylinders. 

The G-24 plain triple valve, formerly furnished for use with 
8-in. and 10-in. freight- and switch-engine tender brake equip- 
ments, has been superseded by the F-1 (H-24) triple valve. 
The F-25 plain triple valve, formerly furnished for use with 
12-in. freight- and switch-engine tender brake equipments, 
has been superseded by the F-2 (F-46) triple valve. 

Triple valves can be distinguished by their letter and 
number (such as F-25, H-24, etc.) cast on the valve body. 

F-1 (H-24) PLAIN TRIPLE VALVE 

The F-1 (H-24) plain triple valve, shown in Fig. 1, is used 
with 6-in., 8-in., and 10-in. freight- and switch-engine tender 
brake cylinders, and with all 6-in., 8-in., and 10-in. driver- 
and truck-brake cylinders either with or without high-speed 
attachments. It is tapped for |-in. pipe connections and 
marked F-1 on the valve body; its weight is 24| lb. The 
piece number of the F-1 plain triple valve, complete, is 4,233; 
the piece and reference numbers of the various parts are; 

Pc. No. Ref.No. Name of Part 
Body, bushed. 
Cylinder cap. 
Cap nut. 

Piston, includes 12. 
Slide valve. 
Graduating valve. 
Graduating stem. 
Graduating spring. 
Graduating-stem nut. 
Cylinder-cap gasket. 
Piston ring. 
Bolt and nut. 
Slide-valve spring. 

F-2 (F-46) PLAIN TRIPLE VALVE 

The F-2 (F-46) plain triple valve, formerly designated as 
the high-speed plain triple valve. Fig. 2, is now used w4th 12-in., 
14-in., and 16- in. freight- and switch-engine tender brake 
cylinders; and for all 12-in., 14-in., and 16-in. driver- and truck- 
brake cylinders, with or without high-speed attachments. It 



4,234 


2 


1,837 


3 


1,838 


4 


4,236 


5 


1,835 


6 


1,809 


7 


1,748 


S 


1,811 


9 


1,747 


10 


1,839 


11 


L0,031 


12 


4,879 


13 


1.787 


14 



168 



TRIPLE VALVES 



is tapped for |-in. pipe and marked F-2; its weight is 24| lb. 
The piece number of the triple valve, complete, is 1,826; the 
piece and reference numbers of the various parts are: 




5^" 



t 







Pc, No. 
1,827 
1,837 
1,838 
1,832 
1,835 
1,809 
1,748 



Ref. No. 
2 
3 
4 
5 
6 
7 



Name of Part 
Body, bushed. 
Cylinder cap. 
Cap nut. 

Piston, includes 12. 
Slide valve. 
Graduating valve. 
Graduating stem. 



TRIPLE VALVES 

1,811 9 Graduating spring. 

1,747 10 Graduating-stem nut. 

1,839 ' 11 Cylinder-cap gasket. 

10,032 12 Piston ring. 

4,879 13 Bolt and nut. 

1,787 14 Slide-valve spring. 



169 



G-24 AND F-25 PLAIN TRIPLE VALVES 



Pc. No. 

G-2J, 

1815 
1810 
1825 
1820 
1822 
1732 
1748 

*1811 
1747 
1813 

10,030 
4879 

1823 



Pc. No. 
F-25 

1797 
1810 
1812 
1802 
1806 
1809 
1748 
*1811 
1747 
1813 
10,030 
4879 

1730 



Ref. No Name of Part 



10 
11 
12 
13 

14 



Body, bushed 
Cylinder cap 
Cap nut 

Piston (includes 12) 
Slide valve 
Graduating valve 
Graduating stem 
Graduating spring 
Graduating stem nut 
Cylinder cap gasket 
Piston ring 
I in. X2 in. tee head 

bolt and nut 
Slide valve spring 



Spring Identification of Plain 
Triple Valves 



Triple 
Valve 


Pc. 
No. 


A* 
In. 


r 

In. 


G* 

In. 


No. 
Coils 


Material 


Name of 
Spring 


F-1 
F-2 
G-24 
G-25 


1,811 
1,811 
1,811 
1.811 


H 


.083 
.083 
.083 
.083 


2h 
2h 

2h 
2h 


12 
12 
12 
12 


Phosphc'r- 
bronze 

Phosphor- 
bronze 

Phosphor- 
bronze 

Phosphor- 
bronze 


Graduating 
Graduating 
Graduating 
Graduating 



*A, B, C are dimensions of spring at points indicated in cut. 



1^0 TRIPLE VALVES 

FUNCTIONS OF TRIPLE VALVE 

The triple valve has three duties to perform: to charj 
the auxiliary, to apply the brakes, and to release the brakes. 
When an engine is coupled to a car, air from the main res- 
ervoir flows into the brake pipe, thence through the branch 



II 




pipe, into the triple valve. When the triple is cut in, the air 
can flow in at the brake-pipe connection, and down through 
a port into the chamber below piston 5. If piston 5 were down, 
the air pressure B would force it up into release position. 



m 



TRIPLE VALVES 171 

This movement of the piston opens a feed-groove in the body 
bushing and air therefore feeds past piston 5, through the 
feed-groove into the sHde-valve chamber which communicates 
with the auxiUary reservoir. The air continues to feed past 
piston 5 as long as brake-pipe pressure is greater than the 
auxiliary pressure. The usual brake-pipe pressure is 70 lb., 
and when the auxiliary pressure has reached this amount, 
the pressures in the chambers above and below the piston are 
equal and the auxiliary is said to be fully charged. The lower 
side of piston 5 is generally referred to as the brake-pipe side 
and the upper as the auxiliary side, or the slide-valve side. 

Charging Auxiliary Reservoir. — A jnodem triple valve should 
charge an auxiliary from to up 70 lb. in about 70 sec, with a 
constant train-pipe pressure of 70 lb. With the triple in release 
position and the auxiliary charged, there will be 70 lb. in the 
train pipe, 70 lb. in the auxiliary, and the atmospheric pressure 
in the brake cylinder, since the slide-valve cavity connects the 
brake cylinder with the atmosphere. 

OPERATION OF PLAIN TRIPLE VALVES 
Applying Brakes. — To apply brakes, it is necessary that the 
brake-pipe pressure be reduced below auxiliary pressure; this 
may be made in the usual way by the engineer, by the use of 
the conductor's valve, or by a break-in-two, a burst hose, or 
a heavy leak in the brake pipe. If the engineer makes a reduc- 
tion of 7 lb. in the brake pipe, only 63 lb. will remain in the 
chamber below piston 5, whereas at the beginning of the reduc- 
tion there will be 70 lb. in the chamber above piston 5. The 
greater auxiliary pressure will force piston 6 downwards; this 
closes the feed-groove and unseats the graduating valve 7, 
allowing auxiliary air to enter the slide valve. By the time 
the graduating valve is unseated and the feed-groove closed, 
the shoulder on the upper end of the piston stem has engaged 
the sUde valve and begun to move it down. As the slide 
valve moves down, the exhaust cavity is first closed, preventing 
the escape of brake-cylinder air. When the knob touches 
the graduating stem, the piston 5 is prevented from making 
any further downward movement. With the triple piston 
in this position, the service port of the slide valve is directly 



172 TRIPLE VALVES 

in front of a port leading to the brake-cylinder pipe connection. 
This position of the valve is called the service position. 

When the graduating valve is ojff its seat, there is an open 
communication' between the auxiliary and the brake cylinder 
and air flows from the auxiliary into the brake cylinder, where 
the pressure will force out the brake piston and set the brakes. 
Just as long as the auxiliary pressure is greater than that in 
the brake pipe, so long will piston 5 be held down and the gradu- 
ating valve remain unseated; but the auxiliary pressure gradu- 
ally expands into the brake cylinder, until the pressure in the 
lower chamber is sufficiently greater than that in the upper 
chamber to overcome the small friction of the packing ring 6 
and cause piston 5 to be moved upwards and seat the graduating 
valve. The pressure on the brake-pipe side of the piston 5 
still slightly exceeds that in the auxiliary, but not to such an 
extent as to overcome the additional friction encountered in 
moving the slide valve 3\ the piston therefore stops as soon 
as the graduating valve has been seated. This is called the 
lap position of the triple valve. In this position all ports are 
blanked. The brakes are now partly set; a further brake-pipe 
reduction will be necessary to apply them harder. 

If another 5-lb. brake-pipe reduction is made, the greater 
auxiliary pressure again forces down the piston, but in this 
case the slide valve is already in service position, and it is 
only necessary to move the piston sufficiently to unseat the 
graduating valve. This is accomplished by the time the knob 
touches the graduating stem 8\ and once more, by means of the 
service port of the slide valve, communication is established 
between the auxiliary and the brake cylinder. The graduating 
valve is again seated automatically by the piston 5 when the 
auxiliary pressure becomes a little less than that in the brake 
pipe. 

After the slide valve has once been moved down, it remains 
in service position until the brakes are released. Each reduc- 
tion of brake-pipe pressure causes the brake to set harder, 
and these reductions may be continued just as long as the 
pressure in the auxiliary is greater than that in the brake 
cylinder. When these pressures become equalized, the brake 
is fully set, ?nd a further brake-pipe reduction will be a waste 



I 



J 



TRIPLE VALVES 173 

of brake-pipe air. Ordinarily, a brake-pipe reduction of about 
20 lb. will cause a full application of the brakes. 

Releasing Brakes. — To release brakes, either the brake-pipe 
pressure must be increased above auxiliary pressure, or auxiliary 
pressure must be reduced below brake-pipe pressure. The 
usual method is for the engineer to allow the air stored in the 
main reservoir to feed quickly into the brake pipe. When 
the pressure on the brake-pipe side of piston 5 is sufficient to 
overcome auxiliary pressure and the friction of the working 
parts, the piston is forced upwards to release position, carrying 
the graduating and sL'de valves with it. In this position, the 
feed-groove is opened, and air from the brake pipe feeds through 
to recharge the auxiliary. At the same time, the pressure in 
the brake cylinder escapes through the exhaust port into the 
atmosphere. 

Emergency Application. — To apply brakes in an emergency, 
it is necessary to make a sudden and heavy brake-pipe reduc- 
tion. This sudden reduction causes piston 5 to move down 
very quickly and, compressing the graduating spring, to trav- 
erse the full length of its stroke. In this position, a direct 
connection is established between the auxiliary and brake 
cylinder across the upper end of the slide valve. Auxiliary 
air passes direct into the brake cylinder without having first 
to pass through the service ports of the slide valve. As the 
large ports are used only in emergency position, they allow 
the pressure in the auxiliary and brake cylinder to equalize 
more quickly than do the smaller ports used in the service 
position. With a plain triple, the brake sets more quickly 
in emergency than in service, but not with greater force. To 
get the full emergency action of the brakes with plain triple 
valves, it is necessary to make a sudden reduction of over 
20 lb. in train-pipe pressure. After an emergency application, 
the release of the brakes is accomplished in the same way as 
after a service application. 



174 TRIPLE VALVES 

FREIGHT-BRAKE TRIPLE VALVES 

DEVELOPMENT OF FREIGHT TRIPLE VALVE 

The original idea of providing a system of brakes that 
could be applied to all the cars of a train and be under the 
direct control of the engineer was suggested to George H. 
Westinghouse in 1866 by a collision between two freight trains. 
In its beginning, therefore, the brake was regarded merely as 
a safety device and as such it was brought into use and 
developed. 

The first air brake, namely, the straight-air brake, was 
applied to a train consisting of a locomotive and four cars. 
Cn the first run of this train, the engineer, by a prompt appli- 
(fation of the brakes, prevented what would likely have been 
a serious accident had the train been equipped with any 
other brake then in existence, thus demonstrating the value 
of the air brake as a safety device. The control of the train 
equipped with the straight-air brake was so superior to the 
control that could be obtained by means of any other brake 
then in use that the idea of using the brake to control a train 
made up of more than four cars suggested itself. Accordingly, 
in September, 1869, a six-car Pennsylvania Railroad train was 
equipped with the air brake, and in November of the same 
year a ten-car train was thus equipped. As the brake in most 
general use at that time was a cumbersome chain brake 
applicable to only four- or five-car trains, the success of the 
air brake in handling ten-car trains at once made it valuable 
as a dividend earner. The earning power of the air brake 
consisted in its ability to handle longer and heavier trains at 
higher safe speeds than was possible with other brakes then 
in existence. 

The ado'ption of the straight-air brake by a number of the 
leading railroads, on which it was pressed into general service, 
eventually brought out the serious defects of the air brake 
and made a further development of it necessary. ' This resulted, 
in 1872, in the invention of the plain automatic brake, the triple 
valve of which made possible the automatic brake of the present 
day. 



TRIPLE VALVES 175 

The automatic brake was developed during the years 1872 
and 1873, and it was so superior to all other forms of brake 
that it was adopted as the standard for passenger-train service. 
Up to that time no power brake was in use in freight service, 
and the attempts to increase the length of freight trains 
led to numerous accidents and break-in-twos, caused chiefly 
by lack of proper train control. These accidents led to the 
belief that the automatic brake could be successfully used in 
handling long freight trains. To find out whether or not this 
could be done, the Westinghouse Air Brake Company, in 
1882, fitted up a fifty-car train with the plain automatic air 
brake and took it over the Alleghany Mountains. Tests 
made on this trial trip clearly demonstrated that the braking 
power of this type of brake was sufficient to control the speed 
of the train even on the heaviest grades. 

The success of the automatic air brake brought several 
comi)etitive brake systems into the field, and in 1885 the 
Master Car Builders' Association appointed a committee to 
investigate the relative merits of these brake systems as well 
as to report on the feasibility of controlling a fifty-car freight 
train by means of a continuous power brake, a point much 
in controversy at that time. A series of tests with fifty-car 
trains, known as the "Burlington tests," was begun in 1886 
and completed in 1887. The Westinghouse brake and three 
others were entered in these tests, which clearly demonstrated 
that none of the brake systems could be successfully used in 
every-day service on trains of fifty cars. The Westinghouse 
brake worked satisfactorily in service applications, but in 
applying it in emergency the interval between the application 
of the brake on the first car and the last car was so long that 
the shock caused by the rear cars running into the front cars 
was terrific. 

This necessitated a modification of the plain triple valve 
for fifty-car freight-train service. Accordingly, in 1887, the 
quick-action triple valve was brought out. This triple was 
applied to the fifty-car train, which had been left at Burling- 
ton. Tests were made to try out the triples and they were 
found to be so satisfactory by the railway officials and by 
the persons conducting the tests that the train was sent on 



176 TRIPLE VALVES 



a tour through the Middle West and the East. This tour 
established the quick-action brake as the standard for both 
freight and passenger service. 

As will be noted, the straight-air brake and the plain triple 
valve were developed for passenger service, whereas the 
quick-action triple valve was developed for freight service, 
although eventually it was adopted as standard for both 
freight and passenger service, also, the quick-action triple 
was designed and developed for use on trains of fifty cars 
or less, the fifty-car train to be the maximum. From the 
very beginning, the length, weight, and speed of trains have 
been limited by the capacity of the brake for the safe and 
efficient control of the train. The hauling power of the 
locomotive has always been a step or two in advance of the 
brake control; consequently, when the length of the train 
was limited to fifty cars by the brake control, the tonnage 
of the train was increased to the hauling power of the loco- 
motive by increasing the capacity of the cars. As the capacity 
of the cars increased, the braking power on the car was neces- 
sarily increased in proportion, as was also the hauling power 
of the locomotive. 

The desire to haul trains of more than fifty cars led to the 
"part-air train" practice, which consisted in using a sufficient 
number of the head-end brakes to control the train, the rear- 
car brakes not being used. This practice was quite success- 
ful, and under it the length of the train gradually increased 
from fifty to eighty and ninety cars. As fifty or fewer than 
fifty brakes were in use on such trains, the brake system oper- 
ated without difficulty and engineers soon learned to control 
the slack of the non-air cars so as to prevent severe shocks 
and break-in-twos. 

Next came the rule to increase the percentage of air-braked 
cars from time to time, until now it is customary to run 
all-air trains. As sixty- to eighty-car trains have become a 
fixed practice, and one-hundred-car trains are not uncommon, 
the air-brake manufacturers have been kept busy experiment- 
ing and improving their apparatus in the endeavor to keep 
the brake up to the requirements of the service. To control 
an all-air train of eighty to one hundred cars by means of the 



1 



TRIPLE VALVES 177 

brake is a vastly different proposition from controlling an 
eighty-car part-air train. The length as well as the volume 
of the brake pipe is practically twice that oi the original 
fifty-car train. Therefore, the difficulty experienced in 1887 
in emergency applications with the plain automatic brake is 
now experienced in service applications of the automatic brake; 
that is, the interval between the application of the brake on 
the first car and that on the last car is so great in service 
applications that if a heavy reduction is made without taking 
due precautions a terrific shock will be caused by the rear 
cars running in the amount of the slack and colliding with 
the front cars held by a good application of the brake. In 
addition, the recoil of the rear cars after the shock, aided by 
the action of the compressed springs and the application of 
the brake taking hold on them, tends to snap the train in two. 
Another serious difficulty, due to the increased brake-pipe 
volume (which is twice as great as with a fifty-car train) and 
to the increased back flow of air into the brake pipe from the 
auxiliaries, due in turn to the slower reduction, is that the 
time necessary to make a given brake-pipe reduction is doubled. 
This makes the time of application twice as long, which makes 
the application of the rear brakes more uncertain and very 
materially lengthens the distance required to make a stop. 
Every second lost at high speed in getting the brake fully 
applied adds many feet to the length of the stop. 

In releasing brakes, the interval between the release of the 
first brake and the last brake is so great that the brakes on a 
good portion of the train release and the slack runs out before 
the brakes on the rear portion release, tending to break the 
train in two. Also, the brake is slow in releasing, and the 
rear brakes are especially slow on account of the increased 
brake-pipe volume to be discharged and the increased size of 
the auxiliary reservoirs of the large capacity cars that are 
taking air from the brake pipe during recharge. As the brakes 
are slow in applying and releasing, both the danger and the 
time of making a stop and a start are increased. 

The difiiculty of brake control increased with the length 
of the train above the limit of fifty cars. However, the 
brake manufacturers, profiting by their experience, foresaw 



178 



TRIPLE VALVES 



the difficulties ahead and bent their energies to improve the 
brake apparatus so that it would correct the defects of the 
quick-action brake. Their efforts were along the lines of a 




uniform application and a uniform release and recharge of 
all brakes, for if that object could be attained the brake would 
safely and efficiently control trains of any practical length. The 



TRIPLE VALVES 179 

result of the experiments and tests conducted resulted in an 
improved type of freight triple valve called the type K triple 
valve. 

H-1 (F-36). QUICK-ACTION, FREIGHT, TRIPLE VALVE 

The H-1 (F-36), quick-action, freight, triple valve, shown in 
Fig. 1, was used with 6-in. and 8-in. freight-car brake cylinders 
and 8-in. passenger-tender brake cylinders, but it has been 
quite generally superseded by the K-1 quick-action, quick- 
service, uniform-release, and uniform-recharge freight triple 
valve, which is regarded as standard for this service. It 
weighed 38 lb. Though similar in appearance, this valve 
differs essentially from other quick-action triple valves, and 
should never be used except as specified. In addition to being 
marked H-1 on the valve body, it may be distinguished 
from the passenger triple valves, type P, by the fact that it 
has two exhaust outlets (one of which is plugged) and from the 
H-2, 10-in., freight, triple valve in having two instead of three 
bolt holes in the back flange. The bore of the H-1 slide- 
valve bush is Ij in. in diameter. The piece number of the 
H-1 triple valve, complete, is 1,717, the piece and reference 
nimibers of the various p'arts are given in the accompanying 
hst. 

Pc. No. Ref. No. Name of Part 

20,220 2 Body, complete, includes f-in. pipe plug. 

Slide valve. 

Main piston, includes 5. 

Main-piston ring. 

Slide-valve spring. 

Graduating valve. 

Emergency piston. 

Emergency- valve seat. 

Emergency valve, includes 11 and 28. 

Rubber seat. 

Check- valve spring. 

Check- valve case, complete, includes i-in. 
pipe plug. 

Check- valve-case gasket. 

Check-valve. 

Strainer. 

1-in. union nut. 

1-in. union swivel. 

Cylinder cap. 



1,729 


3 


1,725 


4 


10,032 


5 


1,730 


6 


1,732 


7 


1,733 


8 


1,740 


9 


1.735 


10 


1,737 


11 


1,745 


12 


12,850 


13 


1.754 


14 


1,744 


15 


1,751 


16 


1,749 


17 


1,750 


18 


1,746 


19 




Pc. No. 


Ref. 


1,747 


20 


1,748 


21 


1,057 


22 


1,753 


23 


10,863 


24 


1,752 


25 


1,004 




1,755 


27 


1,738 


28 


1,734 




2.427 





No. Name of Part 

Graduating-stem nut. 
Graduating stem. 
Graduating spring. 
Cylinder-cap gasket. 
V'X IF' T-head bolt and nut. 
i"Xl|" square-head capscrew. 
^-in. pipe plug. 
Union gasket. 
Emergency- valve nut. 
l-in. plug for exhaust outlet, not shown. 
Triple- valve gasket. 



TRIPLE VALVES 



181 



H-2 (H-49) QUICK-ACTION FREIGHT TRIPLE VALVE 

The H-2 (H-49) quick-action freight triple valve, shown in 
Fig. 2, was used with 10-in. freight-car brake cylinders only; 
it weighed 44 lb. It has been quite generally superseded by 
the K-2 quick-action, quick-service, uniform-release and 
uniform -recharge freight triple valve, which is regarded as 
standard for this service. Though similar in appearance, 
this valve differs essentially from other quick-action triple 
valves, and should never be used except as specified. In 
addition to being marked H-2 on the valve body, it may be 
distinguished from the passenger triple valves, type P, by the 
fact that it has two exhaust outlets (one of which is plugged) 
and from the H-1 8-in. freight triple valve in having three 
instead of two bolt holes in the back flange. The bore of its 
slide-valve bush is If in. 
Fig. 3 shows two perspective 
views of the slide valve 3. In 
ordering slide valve or grad- 
uating valve for the H-2 
freight triple valve, the order 
should state clearly whether 
old- or new- style parts are de- 
sired, because these are not 
interchangeable. The new- 
style (present standard) slide 
valve, Piece No. 29,138, has 
straight drill through longi- 
tudinal center line of slide 
valve, for the new (present standard) ^-in. graduating valve, 
Piece No. 29,139. The old-style slide valve Piece No. 1,769. 
has i-in. drill with counterbore. The graduating valves may 
be distinguished by the difference in diameter and the fact 
that the old style has a shoulder. 

The piece num.ber of the H-2 triple valve, complete, is 4,870. 

Pc. No. Ref. No. Name of Part 

20,216 2 Body, complete, includes f-in. pipe plug. 
29,138 3 Slide valve. 

1,767 4 Main piston, includes 5. 
10,032 5 Main-piston ring. 

1,730 6 Slide-valve spring. 




I 



182 TRIPLE VALVES 

Pc. No. Ref. No. Name of Part 
29,139 7 Graduating valve. 

1.733 8 Emergency piston. 
1,740 9 Emergency- valve seat. 
1,735 10 Emergency valve, includes 11 and 28. 

1.737 11 Rubber seat. 

1.745 12 Check- valve spring. 

13,392 13 Check-valve case, with |-in. pipe plug. 

4,876 14 Check- valve- case gasket. » 

1,744 15 Check-valve. 

1,751 16 Strainer. 

1.749 17 1-in. union nut. 

1.750 18 1-in. union swivel. 

1.746 19 Cylinder cap. 

1.747 20 Graduating- stem nut. 

1.748 21 Graduating stem. 
1,057 22 Graduating spring. 
1,753 23 CyUnder-cap gasket. 

10,836 24 Bolt and nut, for cylinder cap. 

4,880 25 Bolt and nut, for check-valve case. 

1,004 ^-in. pipe plug. 

1,755 27 1-in. union gasket. 

1.738 28 Emergency-valve nut. 

1.734 f-in. plug for exhaust outlet, not shown. 

For old-style slide valve or graduating valve specify: 

Pc. No. Ref. No. Name of Part 
1,769 3 Slide valve. 
1,732 7 Graduating valve. 

These parts are not interchangeable with the standard parts. 
The new-style slide valve. Piece No. 29,138, has a straight drill 
through the longitudinal center line of the slide valve for the 
new ^-in. graduating valve. Piece No. 29,139. The old-style 
slide valve, Piece No. 1,769, has i-in. drill with counterbore. 
The graduating valves differ in diameter, and the old-style 
valve has a shoulder. 



Spring Identification of Type H 
Quick-Action Triple Valves 



Triple 
Valve 


Pc. 
No. 


A* 
In. 


In. 


C* 
In. 


No. 
Coils 


Material 


Name of 
Spring 


H-1 
H-2 


1,745 
1,057 




.072 
.059 


If 
21 


11 
16 


Brass 

Nickeled 
Steel 


heck- Valve 
Graduating 



♦A, 3, C are dimensions of spring at points indicated in cut. 



I 



TRIPLE VALVES 183 

OPERATION OF QUICK-ACTION TRIPLE 

The quick-action triple contains two distinct sets of mechan- 
ism. One of these, consisting of the triple piston 4 with stem, 
slide valve 3, and graduating valve 7 with graduating stem 21 
and graduating spring 22, is used in making service stops and 
in releasing brakes; it is often called the service part of the 
triple. The other set, consisting of the emergency piston 8, 
emergency valve 10, and brake-pipe check- valve 15, is only 
brought into use in an emergency application of the brakes; 
hence, it is often called the emergency or quick-action part of 
the triple. 

Release Pqsition. — The operation of the quick-action triple 
in released position is the same as that of the plain triple. The 
slide valve of the quick-action triple is shown in release posi- 
tion in the" figures. In this position, any air that may be 
in the brake cylinder can pass through the slide valve, out 
through the exhaust port to the atmosphere, thus releasing 
the brake. At the same time, brake-pipe air can pass the main 
piston 4 through the feed -groove, thus recharging the auxiliary 
reservoir. 

Serdce Position. — The operation of the quick-action triple 
in service application is the same as that of the plain triple. 
When a service appUcation of the brakes is made, the triple 
piston 4 moves out until the knob touches the graduating 
stem, after which any further movement is prevented. The 
exhaust port closes first, and the service port and graduating 
port of the slide valve connect with the brake cylinder by way 
of the brake-cylinder port. As the graduating valve 7 opens 
before the slide valve moves forwards, air passes from the 
auxiliary reservoir through this graduating port to the brake 
cylinder until auxiliary pressure is reduced just a trifle below 
brake-pipe pressure, when the triple piston moves to lap 
position and the graduating valve 7 is closed. During suc- 
ceeding reductions, the graduating valve simply opens and 
closes without moving the slide valve, as in the plain triple. 



184 TRIPLE VALVES 



I 



EMERGENCY PART OF TRIPLE 

When, in cases of danger, etc., a sudden reduction of brake- 
pipe pressure is made, the emergency part of the triple valve 
is called into play; the triple piston 4 moves out quickly, the 
graduating spring 22 is compressed, and the triple piston trav- 
els the full length of its stroke. In this position, auxiliary 
pressure can pass into the brake cylinder. The removed comer 
of the slide valve has reached a position directly above a 
port leading to the chamber above the emergency piston, thus 
allowing axuiliary air to pass down on to the top of the emer- 
gency piston 8, forcing it downwards. This downward move- 
ment unseats the emergency valve 10, and allows the air in 
the chamber above the emergency check 15 to escape. Brake- 
pipe pressure beneath this check- valve forces the latter from 
its seat and air from the brake pipe passes up by it through 
the unseated emergency valve 10, into the brake cylinder. 
The emergency valve remains unseated until the pressures 
above and below piston 8 are nearly equalized, when the 
spring 12 forces the emergency valve to its seat. 
. The position of the removed corner q on the slide valve is 
such that, as the valve moves forwards to emergency position, 
it connects the port leading to the chamber above the emer- 
gency piston with auxiliary pressure before the emergency 
port in the slide-valve port connects with the port leading to 
the brake cylinder. The emergency valves therefore open first, 
consequently, brake-pipe air — which passes like a flash through 
the large openings of the emergency valves — ^is admitted in suffi- 
cient quantity to give a pressure in an 8-in. brake cylinder, 
with standard piston travel of about 24| lb, when check-valve 
15 closes. Afterwards, auxiliary pressure discharges into, and 
equalizes with, the brake cylinder; but, as the cylinder already 
contains about 24^ lb. pressure, they equalize at about 60 lb. 
pressure instead of at 50 lb., as in a service application. 

The opening through the emergency port of the slide valve 
is made smaller than the service port, to retard the flow of 
air somewhat from the auxiliary reservoir to the brake cylinder 
during an emergency application of the brakes, so as to allow 
as much air as possible to enter the brake cylinder from the 
brake pipe, and thus increase the final brake-cylinder pressure. 



I 



TRIPLE VALVES 185 

COMPARISON OF PLAIN AND QUICK-ACTION 
TRIPLES 

Plain and quick-action triples work exactly the samq^ in a 
service application, but in emergency the quick-action triple 
sets the brake quicker and gives a greater brake-cylinder 
pressure. Also, the quick-action triple sets its brake harder 
in emergency than it does in service application, owing to 
the emergency valve, piston, and check- valve operating so 
as to allow brake-pipe pressure to enter the brake cylinder and 
aid the auxiliary pressure in applying the brake. The plain 
triple sets its brake quicker in emergency than it does in ser- 
vice, owing to the use of larger ports; but the brake does not 
set any harder, because it simply has auxiHary pressure to 
use in applying the brakes in either service or emergency. 

When a quick-action triple goes into emergency position, a 
sudden brake-pipe reduction is made near it when the emer- 
gency valve opens. This sudden reduction starts the next 
quick-action triple, and that starts the next, and so on through- 
out the train. If from any defect one triple goes into quick 
action, all will follow. 

Ordinarily, a gradual brake-pipe reduction of about 20 lb. 
will cause a plain or a quick-action triple valve to equalize 
the pressures between the auxiliary and brake cylinders at 
about 50 lb. In emergency, with a quick-action triple, the 
pressures are equalized at about 60 lb., while with a plain 
triple, the same pressure is obtained in the cylinder in emer- 
gency as in a full-service appHcation, namely, 50 lb. With 
quick-action triples, a sudden brake-pipe reduction of 10 or 12 lb. 
will produce a full emergency action of the brakes; while, 
with a plain triple, a reduction of about 201b. is necessary. 
The reason for this is that a 12-lb. reduction will cause the 
emergency valves of the first triples to open and produce a 
further brake-pipe reduction. Brake-pipe pressure is not 
affected in this way when a plain triple goes into emergency, 
and, therefore, while a sudden 12 lb. reduction would force the 
triple to emergency position, it would not stay there, as it 
would be forced back to lap or perhaps to release, as soon as 
auxiliary pressure had reduced the 12 lb. It is necessary, 
therefore, to reduce brake-pipe pressure below that at which 



186 TRIPLE VALVES 

the auxiliary and brake cylinders equalize, to obtain a full 
emergency application with plain triples. 

• K-1 TRIPLE VALVE 

The K-1 triple valve, shown in Fig. 4, is used with 6-in. and 
8-in. freight-car brake cylinders; its weight is 40 lb. The 
piece number of the valve, complete, is 27,852; the piece and 
reference numbers of its parts are as follows: 

Pc. No, Ref. No. Name of Part 

27.851 2 Bodv, complete, includes |-in. pipe plug. 

12.513 3 Slide valve. 

12.852 4 Main piston, includes 5. 
10,032 5 Main-piston ring. 

6,520 6 Slide-valve spring. 

12.514 7 Graduating valve. 

1.733 8 Emergency piston. 
1,740 9 Emergency- valve seat. 

1,735 10 Emergency valve, includes 11 and 28. 

1.737 11 Rubber seat. 

1.745 12 Check-valve spring. 

12,850 13 Check-valve case, complete includes \-m, 
pipe plug. 

1.754 14 Check- valve-case gasket. 
1,744 15 Check-valve. 

1.751 16 Strainer. 

1.749 17 1-in. union nut. 

1.750 18 1-in. union swivel. 

1.746 19 Cylinder cap. 

1.747 20 Graduating-stem nut. 

1.748 21 Graduating stem. 
1,057 22 Graduating spring. 
1,753 23 CyHnder-cap gasket. 

10,836 24 Bolt and nut, for cylinder cap. 

1.752 25 Capscrew. 
1,004 |-in. pipe plug. 

1.755 27 1-in. union gasket. 

1.738 28 Emergency-valve nut. 

27,328 29 Retarding-device body, marked K-1. 

27,846 31 Retarding stem. 

29,105 33 Retarding spring. 

9,862 35 Graduating-valve spring. 

1.734 1-in. plug for exhaust outlet, not shown. 
2,427 *Triple-valve gasket. 

The standard retarded-release portion of the K-1 triple valve, 
illustrated in Fig. 4 and 5 (6), is not interchangeable with the 

♦Listed for convenience only; not included in K-1 triple 
valve. 



t 



TRIPLE VALVES 



187 



retarded-release portion supplied with the old-standard K-1 
triple valve, Piece No. 20,319, illustrated in Fig. 5 (a); there- 
fore, the following piece numbers, covering the retarded- 




release portion, must be specified when ordering repair parts 
for old-standard triple valve. Piece No. 20,319, otherwise all 
repair parts for both triple valves are identical. 



188 



Pc.No. 



10.498 




20,278 


2 


10,511 
18,581 
10,510 
9,919 
1,523 
10,068 


29 
30 
31 
32 
33 
34 



TRIFLE VALVES 

Ref.No. Name of Part 

Release-retarding device, complete, in- 
cludes 29 to 34 inclusive. 
Triple-valve body, complete, includes 

l-in. pipe plug. 
Ret arding-de vice body. 
Retarding-device screw. 
Retarding stem. 
Retarding-spring collar. 
Retarding spring. 
Retarding-stem pin. 




When the old-standard H-1 triple valve. Piece No. 1,717, is 
converted to the K-1, Piece. No. 28,991, a special retarded- 
release portion, as illustrated in Fig. 5 (6), is supplied; there- 
fore, the following piece numbers, covering the retarded-release 
portion, must be specified when ordering repair parts for 
converted triple valve. Piece No. 28,991, otherwise all repair 
parts for both triple valves are identical. 

Pc. No. Ref. No. Name of Part 

29,001 2 Triple-valve body, complete, includes 

l-in. pipe plug. 
27,325 29 Retarding-device body, marked K-l-C. 
28,944 31 Retarding stem. 



K-2 TRIPLE VALVE 

The K-2 triple valve, shown in Fig. 6, is used with 10-in. 
freight-car brake cylinders; it weighs 451b. Its piece number 
is 28,968; the piece and reference numbers of its various parts 
are given in the accompanying list. 



TRIPLE VALVES 



189 




Pc. No. Ref. No. Name of Part 

28,888 2 Body, complete, includes f-in. pipe plug. 

Slide valve. 

Main piston, includes 5. 
Main-piston ring. 
Slide-valve spring. 
Graduating valve. 
Emergency piston. 
Emergency-valve seat. 



28,959 


3 


12,864 


4 


10,032 


5 


6,520 


6 


28,956 


7 


1,733 


8 


1.740 


9 



190 



TRIPLE VALVES 



Pc. No. Ref. No. Name of Part 


1,735 


10 


Emergency valve, includes 11 and 28. 


1,737 


11 


Rubber seat. 


1,745 


12 


Check-valve spring. 


13.392 


13 


Check- valve case, complete, includes |-in. 
pipe plug. 


4,876 


14 


Check- valve-case gasket. 


1,744 


15 


Check-valve. 


1,751 


16 


Strainer. 


1,749 


17 


1-in. union nut. 


1,750 


18 


1-in. union swivel. 


1,746 


19 


Cylinder cap. 


1,747 


20 


Graduating-stem nut. 


1,748 


21 


Graduating stem. 


1.057 


22 


Graduating spring. 


1.753 


23 


Cylinder -cap gasket. 


10,836 


24 


Bolt and nut, for cylinder cap. 


4,880 


25 


Bolt and nut, for check- valve case. 


1,004 




^-in. pipe plug. 


1,755 


27 


1-in. union gasket. 


1,738 


28 


Emergency-valve nut. 


27,334 


29 


Retarding-device body, marked K-2. 


28,613 


31 


Retarding stem. 


29,105 


33 


Retarding spring. 


31.528 


35 


Graduating- valve spring. 


1,734 




-|-in. plug for exhaust outlet, not shown. 


4,886 




*Triple- valve gasket. 



The present standard retarded-release portion of the K-2 
triple valve, illustrated in Fig. 6, is not interchangeable with the 
retarded-release portion supplied with the old-standard K-2 triple 




Fig. 7 



valve. Piece No. 20.230. illustrated in Fig. 7 (o), therefore 

the following piece numbers, covering the retarded-release 

*Iasted for convenience only; not included in K-2 triple valve. 



TRIPLE VALVES 



191 



portion, must be specified when ordering repair parts for 
the old-standard triple valve, Piece No. 20,230, otherwise all 
repair parts for both triple valves are identical. 




^]L^:i, 








Fig. 8 


Pc.No. 


Ref.. 


Vo. Na7ne of Part 


10,563 




Release-retarding device, complete, in- 
cludes 29 to 34 inclusive. 


20,148 


2 


Triple-valve body, complete, includes 
l-in. pipe plug. 


10,561 


29 


Retarding-device body. 


IS.i^Sl 


30 


Retarding-device screw. 


10,081 


31 


Retarding stem. 


9,919 


32 


Retarding-spring collar. 


1,523 


33 


Retarding spring. 


10,068 


34 


Retarding-stem pin. 



When the old-standard H-2 triple valve, Piece No. 4,870, is 
converted to the K-2, Piece No. 29,191, a special retarded 



192 



TRIPLE VALVES 



release portion. Fig. 7 (6), is supplied; therefore, the following 
piece numbers, covering the retarded-release portion, must be 
specified when ordering repair parts for converted triples. 

Pc. No. Ref. No. Name of Part 

29,206 2 Triple- valve body, complete. 
27,331 29 Retarding-device body, marked K-2-C. 
28,942 31 Retarding stem. 



i«MSSIIS§».^^§^§^^i#^ 








m\\*ssi»s«is#iii^ 




Fig. 9 



Fig. 10 



Fig. 8 shows two perspective views of the slide valve 3, and 
Fig. 9, the slide-valve seat ; Fig. 10 shows the graduating valve 7. 

Spring Identification of K-1 and K-2 
Triple Valves 



Triple 
Valve 


Pc. 

No. 


A* 
In.. 


In. 


In. 


No. 
Cls. 


Material 


Name of 
Spring 


K-1 & K-2 
K-1 & K-2 

^ K-1 & K-2 

K-1 & K-2 
Old 

Standard 


1,745 
1,057 

29,105 

1,523 


S 

If 


.072 
.059 

.092 

.080 


21 


11 
16 

4 

131 


Brass 

Nickeled 

Steel 

Nickeled 
Steel 

Nickeled 
Steel 


Check-valve 
Graduating 

Retarded 
Release 
Device 

Retarded 
Release 
Device 



*A, B, C are dimensions of spring at points indicated in cut* 

FEATURES OF TYPE K TRIPLE VALVE 

The type K freight triple valve is used only in freight service 
and was designed to meet the conditions brought about by 
the increase in train speeds, in length of trains, and in car 
ca,pacities that obtain at the present time. It is made in two 
sizes, distinguished by the mark K-1 or K-2 on the side of 



TRIPLE VALVES 



193 



the valve body. The K-1 triple is used with 6-in. and 8-in. 
and the K-2 triple with 10-in, brake cylinders. The K-1 triple 
has but two bolt holes while the K-2 triple has three bolt holes 
in the reservoir flange. The K-1 triple and the F-36 triple are 
so made that they wHU bolt to the same reservoir; the K-2 
triple and the H-49 triple are so made that they will bolt to 
the same reservoir. 




Fig. 11 

A diagrammatic \new of the triple valve is given in Fig. 11. 

Quick-Service Feature. — The object of the quick-service 
feature is to quicken the serial application of the brakes on 
long trains, so as to reduce the interval between the application 
of the first and the last brakes. This is accomplished by 
each triple valve venting brake-pipe air momentarily through 
a restricted passage into the brake cylinder, thus producing 
at each triple a slight brake-pipe reduction that is cuickly 
transmitted from car to car throughout the brake pipe in a 
14 



194 TRIPLE VALVES 

manner similar to a quick-action application. With a train 
of all K triple valves, this feature very materially reduces the 
time of application below that required by H triples; applies 
the brakes more uniformly throughout the train; insures the 
application of all the brakes with light brake-pipe reductions; 
gives a higher brake-cylinder pressure, increasing the brake- 
cylinder pressure about 1 lb. on equalization with standard 
piston travel; and effects a considerable saving in air. By 
venting brake-pipe air into the brake cylinders, the K triple 
reduces the time of discharge of brake-pipe air from the brake- 
valve exhaust for a given reduction considerably below the 
time necessary with H triples. 

The quick-service feature operates only on trains of such 
lengths that the volume of the brake pipe is too large for 
brake-pipe pressure to be reduced at the proper rate through 
the brake- valve exhaust. If the reduction can be made at 
the proper rate, as with short trains, the quick-service feature 
automatically becomes inoperative. 

Retarded- or Uniform-Release Feature. — To release the 
brakes, main-reservoir pressure is thrown into the brake 
pipe, so as to cause a wave of pressure to flow from the head 
end toward the rear. The head triples feel the impulse first 
and move to release position quite an interval before the 
rear triples. They cannot be prevented from going to release 
position first; therefore, to get a uniform release of the brakes 
throughout the train the exhaust port of the head triples is 
restricted, which retards the exhaust of brake-cylinder air 
sufficiently to permit the head and rear brakes to let go at 
about the same instant. 

The object of the retarded- or uniform-release feature is 
to retard the exhaust from the brake cylinders of the head 
brakes so as to make the release of the brakes more uniform 
throughout the train. With H triples, the head brakes begin 
to release first. After a 15-lb. reduction on an eighty-car 
train, they fully release 30 sec. before the rear brakes. With 
K triples, the head triples move to release position first, 
but about the first thirty triples are forced past normal 
release to retarded-release position and their brake cylinders 
release through a restricted port; only the rear triples move 



TRIPLE VALVES 195 , 

to normal release position and exhaust through the full size 
of the exhaust port. The relative sizes of the restricted and 
normal exhaust ports are such that the head and rear triples 
exhaust their brake cylinders in approximately the same time; 
consequently, the brakes release uniformly throughout the 
train and in less than half the time required by H triples. 
This results in much smoother operation, and greatly reduces 
the shocks and consequent break-in-twos, slid flat wheels, and 
damage to equipment and lading. 

To move a triple valve to retarded-release position, the 
brake-pipe pressure must be raised about 3 lb. above auxiliary- 
reservoir pressure. On a long train it has been found im.possible 
to obtain this difference of pressure beyond about thirty cars 
back of the engine; consequently, the triple valves beyond that 
point do not go to retarded-release position. 

Uniform-Recharge Feature. — The object of the uniform -re- 
charge feature is to increase the rate of rise of brake-pipe 
pressure in the rear end and to make the auxiliary reservoirs 
throughout the train recharge at approximately the same rate, 
thus insuring a more prompt action of the rear-end brakes and 
preventing the head brakes from reapplying when the brake 
valve is moved to running position. When H triple valves are 
used, ail the feed-grooves are of the same size; consequently, 
the head auxiliaries overcharge on account of the higher 
brake-pipe pressure they are subjected to with the brake valve 
in release position. Thus, when the brake valve is moved 
to running position, the pressure in the head end of the brake 
pipe drops until it equalizes with the lower pressure in the rear 
end of the brake pipe and the head-end brakes reapply. 

With K triple valves, the feed-groove (located in the ridge 
on the back of the triple position) through which the auxiliary 
charges when the triple is in retarded-release position, is about 
half as large as the feed-groove used when the triple is in 
normal release position; consequently, the head-end auxiliaries 
charge through a restricted opening that compensates for the 
higher brake-pipe pressure in the head end and permits more 
of the air passing into the brake pipe to flow to the rear end 
of the train, charging the brake pipe to a higher pressure, and 
releasing and recharging the brakes more promptly. 



. 196 TRIPLE VALVES 

In releasing the brakes, the pressure in the head end of 
the train rises much more rapidly and to a higher pressure 
than in the rear end. This is due to the head end being nearer 
the supply of air, to the frictional resistance offered to the 
flow of the air by the brake pipe, and to the fact that each 
triple valve starts to recharge its auxiliary the moment it 
moves to release position. The primary object of the uni- 
form-recharge feature, therefore, is to increase the rate of 
rise of brake-pipe pressure toward the rear end, thereby obtain- 
ing a quicker release and recharge of the rear brakes; this 
results in shortening the time necessary to release all brakes, 
in a more uniform release of all brakes, and in a more uniform 
and quicker recharge of all auxiliaries. 

OPERATION OF TYPE K TRIPLE VALVES 

Full-Release and Charging Position. — When the engineer's 
brake valve is placed in full-release or running position, the 
air entering the brake pipe raises the pressure in chamber B 
above that in the slide-valve chamber C and the auxiliary 
reservoir, and moves the triple piston, slide valve, and gradu- 
ating valve to the right. If brake-pipe pressure in chamber B 
does not exceed the auxiliary-reservoir pressure in chamber C 
by 3 lb., as is usually the case on all cars back of the thirtieth 
car of a long train, the retarded-release stem and spring will | 
stop the triple piston and slide valve in full-release position. 
When in this position, the feed -groove in the triple-piston 
bushing is uncovered and brake-pipe air passes through it 
past the triple piston and charges the auxiliary reservoir; also, 
a port in the slide valve registers with a port in the slide- 
valve seat and conveys air to the slide-valve chamber and the 
auxiliary, thus assisting in charging the auxiliary reservoir, 
the check- valve 15 being unseated by brake-pipe pressure 
while air is passing to the auxiliary reservoir. 

The cavity in the slide valve fully connects the brake cylinder 
with the exhaust so that brake-cylinder air can escape freely 
to the atmosphere. 

Air flows from the brake pipe through the feed-groove into 
the auxiliary until the pressures equalize and the auxiliary 
reservoir is fully charged. Air flows through the feed -port 



TRIPLE VALVES 197 

into the auxiliary until the pressures are equalized near enough 
for the check-valve spring to seat the check-valve, after which 
the auxiliary charges through the feed-groove alone. 

Quick-Service Position. — ^When a service reduction is made 
in the brake-pipe pressure at the brake valve, the pressure on 
the brake-pipe side of the triple piston is reduced faster than 
auxiliary-reservoir pressure can reduce through the feed-groove. 
This produces a difference of pressure on the two faces of the 
piston, and when this difference becomes about 2 lb. per 
sq. in., the auxiliary-reservoir pressure, being the greater, 
forces the piston forwards to application position, taking the 
graduating valve 7 with it and closing the feed groove. This 
moA^ement of the triple piston first causes the graduating 
valve to uncover the graduating port and to connect two ports 
in the back of the slide valve through the cavity in the valve; 
then the shoulder on the triple-piston stem engages the slide 
valve and moves it to application position. If the difference 
in pressure on the two faces of the triple piston is not sufficient 
to compress the graduating spring 22, these parts will be held 
in quick-service position. 

In this position, the triple piston is close to or against the 
graduating stem but does not compress the gi^aduating spring. 
The sHde valve cuts off the connection between the exhaust 
ports so that brake -cylinder pressure cannot pass to the 
atmosphere. Auxiliary -reservoir air now flows into the brake 
cylinder and appHes the brakes; also, brake-pipe pressure, 
raising check- valve 15, passes to the chamber above the emer- 
gency piston, from which place it can pass the emergency 
piston, which fits loosely in its cylinder, to the brake cylinder. 
Ports- leading to the chamber above the emergency piston 
are so restricted that the flow of air through them, when con- 
nected, is not great enough to raise sufficient pressure above 
the emergency piston to force it down and cause an emergency 
action of the triple, but the air that passes to the brake cylinder 
reduces the brake-pipe pressure locally at each triple valve 
just enough to cause the next triple valve to operate promptly. 
This local reduction acts to transmit quickly and uniformly 
the brake-valve reduction from car to car in a manner similar 
to the serial action during an emergency application, only the 



198 TRIPLE VALVES 

amount of the reduction is not so great. As a result of this 
serial action, the time interval between the operation of the 
first and last brakes on a long train is greatly reduced; also, 
with a long train of K triples, the time required for the air 
to exhaust from the brake-pipe exhaust valve of the brake 
valve for a given reduction will be greatly reduced below the 
time required with a train of H triples. The venting of brake- 
pipe air into the brake cylinder results in a pressure on equali- 
zation that is about 1 lb. higher. 

After the triple piston has moved the slide valve to quick- 
service position, the slide valve does not move again until 
the brake is released or a sufficient reduction is made in brake- 
pipe pressure to move it to full-service or emergency position; 
the graduating valve controls the quick-service ports in the 
slide valve, so that they are opened each time the graduating 
valve opens the service port and closed each time the piston 
moves the graduating valve to lap position. 

The quick-service feature of the K triple valve operates 
only when the brake-pipe reduction is being made at less than 
the proper rate, as when. the train is long. With a short train, 
the brake valve can reduce brake-pipe pressure as fast as is 
necessary, and the local reduction is not desirable; hence, 
under such conditions, the quick-service feature automatically 
goes out of service by the triple valve going to full-service < 
position. 

Full-Service Position. — The strength of the graduating 
spring 22 is such that when the reduction in the brake pipe 
is being made at the proper rate, the difference in pressure 
on the triple piston will be great enough to compress the gradu- 
ating spring sufficiently to permit the slide valve to assume 
full-service position. Thus, as the quick-service feature is 
not needed, it is automatically cut out of commission. 

When the brake-pipe reduction is slower than it should be, 
as when the train is long or during moderate reductions, the 
service port is opened sufficiently to prevent enough differ- 
ence of pressure from being formed to compress the graduating 
spring 22. 

With the triple valve in full-service position, the graduating 
port and brake-cylinder port register fully. The quick-service 



TRIPLE VALVES 199 

port is blanked by the slide valve so that no brake-pipe air 
can pass to the brake cylinder through the feed-port. The 
local reduction of brake-pipe pressure at each triple valve 
is thus prevented because the reduction is being made as 
fast as desirable at the brake valve, and any local reduction 
will cause undesired quick action of the brakes. However, 
the brakes will apply promptly because the service port is 
fully open and auxiUary pressure reduces at the same rate as 
brakepipe pressure. 

Lap Position. — The lap position assumed, by the triple valve, 
from quick-service position is different from the lap position 
assumed from full-service position. This is due to the fact that 
the slide valve rem.ains stationary and is not moved when the 
triple piston moves the graduating valve to lap the service 
ports. The triple valve is held in service position as long 
as the brake-pipe pressure continues to reduce. When it 
ceases, auxiliary-reservoir air still flows into the brake cylin- 
der imtil the auxiliary pressure is reduced below brake-pipe 
pressure sufficiently to cause the triple piston to be moved 
toward release position and the shoulder of the stem comes 
in contact "^'ith the sUde valve. The difference in pressure 
necessary to move the piston and graduating valve is not 
sufficient to overcome the friction of the slide valve, so that 
any further movement of the piston is stopped by the sHde 
valve. 

When the piston starts to lap position from quick-service 
position, the parts come to rest in quick-service lap position. 
In this position the graduating valve 7 closes the top ends of 
the graduating port and the port leading to the top of the 
emergency piston 8, so no more air can pass to the brake 
cylinder either from the auxiliary reservoir or from the brake 
pipe. 

If the triple valve is in full-service position when the reduc- 
tion of brake-pipe air at the brake valve ceases, it will assume 
lap position in the manner just explained, but the triple piston . 
will be assisted in its movement to lap position by the gradu- 
ating spring 22, which was slightly compressed, and the piston 
will be stopped in full-service lap position, instead of in quick- 
service lap position. 



200 



TRIPLE VALVES 



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202 TRIPLE VALVES 



Retarded-Release Position. — If, when releasing the brakes, 
the brake-pipe pressure is 3 lb. or more in excess of the auxil- 
iary-reservoir pressure as is usually the case on the head cars 
of a train, the triple piston, instead of stopping when it strikes 
the retarding stem 31, will compress the retarding spring 33 
and move to retarded-release position, taking the slide and 
graduating valves with it. 

When in this position, the ridge on the back of the triple 
piston is against the end of the slide-valve bushing, with which 
it makes an air-tight joint except at the feed-groove. Brake- 
pipe air therefore passes the triple piston through the feed- 
groove; thence through the feed-groove in the shoulder of the 
piston to .the auxiliary reservoir. As the feed-groove in the 
shoulder of the piston has only about half the area of the feed- 
groove in the bushing, the auxiliary reservoir will be recharged 
much more slowly when the triple valve is in retarded-release 
position than when it is in full-release position. The feed-port 
in the slide-valve seat is covered by the slide valve in retarded- 
release position, so that the auxiliary reservoir can get no air 
from that source. 

In this position of the triple valve, the exhaust passage is 
through a restricted passage through the body of the slide 
valve, so that brake-cylinder air escapes very slowly to the 
exhaust port and the atmosphere. When the difference of 
pressure between the brake-pipe and auxiliary reservoir is 
less than the tension of the retarded-release spring hy an 
amount sufficient to compensate for the friction of the parts, 
the triple piston and slide valve will be moved back to full- 
release position by the spring. 

Emergency Position. — The emergency application of the K 
triple valves is the same as for all other types of triple valves. 

COMPARISON OF TYPES K AND H-1 (F-36) TRIPLE 
VALVES 

In the table on page 200 are given the results of compara- 
tive tests of types K and H-1 (F-36) triple valves; the table 
shows the pressures in the brake cylinder with different piston 
travels and reductions. There was 15 lb. in the brake cylinder 
when the second reduction was made. 



es, I 
dl- T^ 



TRIPLE VALVES 



203 



FREIGHT-BRAKE TESTS 
Rack Tests. — In the first test, it was desired to find the fall 
in brake-pipe pressure of a one-hundred-car train 4,000 ft. 
long. Indicators were, therefore, placed on the first, fifteenth, 
thirtieth, fiftieth, seventy-fifth, and one-hundredth cars. To 
test the brake pipe alone, the triple valves were cut out and 
the brake-valve handle placed in emergency position. The 
results of this test are shown in Fig. 1. The curves show the 




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Fig. 1 

characteristics in the fall of brake-pipe pressure in various parts 
of the train and the relative pressures on the different cars 
indicated at any time during the reduction. For instance, 
at 25 sec. the pressure on the first car had fallen 48 lb. ; on the 
fifteenth car, 26 lb.; on the thirtieth car, 15 lb.; on the fiftieth 
car, 7 lb. ; on the seventy-fifth car, 6 lb. ; on the one-hundredth 
car, 5 lb. This shows a difference of 43 lb. in the brake-pipe 



204 



TRIPLE VALVES 



pressure of the fifst and the one-hundredth cars. It will 
noted that the fall in pressure from the fiftieth to the one-hun- 
dredth car was practically uniform, showing that the reduction 
was due more to the expansion of the air in the brake pipe 
back of the fiftieth car rather than to a flow of the air. This 
shows that enlarg^ing the outlet from the brake pipe at the 
brake valve will not hasten the application of the brakes. 



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Fig 2 

Also, it shows the necessity of the quick-action feature and the 
quick-service feature of the K triple valve for trains of this 
length. 

The second test was to determine the fall in brake-pipe 
pressure on individual cars of a one-hundred-car train, 4,000 ft, 
long; type K triple valves were cut in; and a service reduction 
was made. The results of this test are shown in Fig. 2. Com- 
paring these curves with those in Fig. 1, shows how the local 



TRIPLE VALVES 



205 



reduction at each triple valve, due to the quick-service feature 
of the triple valve, gives the necessary rate of reduction toward 
the rear of the train. For example, after 25 sec. the pressure 
on the first car had fallen 15 lb.; on the fifteenth car, 12 lb.; 
on the thirtieth, 10 lb.; the fiftieth and seventy-fifth, 8 lb.; 
and on the one-hundredth, 7 lb. This shows only 8 lb. dif- 
ference between the first and last cars. 

The third test v\^as a comparison of fall in brake-pipe pressure 
throughout a one-hundred-car train, 4,000 ft. long, equipped 



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with types K and H triple valves, when service reduction 
was made. The results of this test are shown in Fig. 3. 
These curves show how the brake-pipe pressure throughout the 
train actually falls during a continuous full-service reduction 
of the brakes. It will be noted with the H triple valves that 
25 sec. elapsed before sufficient brake-pipe reduction had 
taken place at the last car to cause any movement of the 
triple valve; the head end had reduced to 55 lb. so the first 



206 



TRIPLE VALVES 



brake had set nearly in full. With the K triple valves, whei 
the brake-pipe pressure at the first car had fallen to 55 ib., 
the reduction at the last car was 62 lb. so the rear brakes 
were applied with a good effective reduction. It required the 
same interval, 25 sec, with both types of triples to reduce 
the pressure at the first car to 55 lb.; consequently, the curves 
show clearly that the quick-service feature of the K triple 
valves causes a more uniform reduction throughout the train. 
The fourth test was a comparison of rate of propagation of 
brake-pipe reduction throughout a train of one hundred cars, 
4,000 ft. long, equipped with types H and K triple valves, when 



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a 17-lb. service reduction was made. The results of the test 
are shown in Fig. 4. These curves contrast the rates at which 
the two types of triple valves cause a reduction to travel back 
through the brake pipe. The time is from the movement of 
the brake-valve handle to the beginning of the fall in brake- 
pipe pressures. 

In Fig. 5 are given brake-cylinder cards showing the appli- 
cation curves of H and K triple valves on a train of one hiindred 
cars, when a 15-lb. brake-pipe reduction was made from a 70-lb. 
brake-pipe pressure. These curves show the effect of the dif- 
ferent rates of reduction on the application of the brakes for 
the two types of triple valves. The H triples required 15 sec. 



TRIPLE VALVES 



207 



to give 6 lb. pressure in the first cylinder, and 51 sec. to give 
6 lb. in the one-hundredth cylinder. When fully set with the 
15-lb. reduction, the first car had 27 lb. cylinder pressure, 
and the last car, 21 lb. Eight brakes failed to apply. The 
K triple gave 6 lb. cylinder pressure on the first car in about 
5 sec, and on the last car in about 19 sec. All brakes applied, 
and the reduction gave 36 lb. in the first cylinder and 30 lb. 
in the last. 



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The time required to obtain 20 lb. brake -cylinder pressure 
with H and K triple valves on an eighty-car train is shown 
in Fig. 6. The curves show that the H triple required 25, 
93, and 95 sec. to give 20 lb. pressure in the first, fiftieth 
and eightieth cars, respectively. The K triple required only 
\1\, 37, and 39^ sec, respectively. The K triples, therefore, 
gave 20 lb. brake-cylinder pressure in the last car 55 i sec. 
before the H triples did, or before 20 lb. was obtained in the 



208 



TRIPLE VALVES 




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/* 






/ 


i^ 










/ 












f 













500 1000 1500, 

lengf/> ofSfojj in feet / 



Fig. 8 



TRIPLE VALVES 



209 



twentieth car. This shows why the slack in a train equipped 
with K triples gives so much less trouble from bunching and 
recoiling than it does in a train of H triples. 

Standing Tests, — The time required to release brakes on an 
eighty -car train, equipped with H and K triple valves and 
standing, is shown in Fig. 7. These curves show that all 
the brakes having K triple valves released at practically the 
same time, in approximately from 14 to 16 sec. The brakes 
having H triples, however, were very ununiform; the first 





nstant 
ation 
Hour 


ft 

o 


1 


nstant 

ation 

Hour 


ft 
o 

02 


o> 


^■^ !r. 


^ 1 


<u> 


2-^ fe 


O (U 




edat 
App 
les p( 






rt ft ft 
1<J 


t^ 


H 


ft^ s 


0) 
H-5 


H 


c&^S 


hS 


K 


5.2 


73.9 


K 


20.2 


591.4 


K and H 


5.7 


104.3 


K2in&H 


19.6 


743.6 


H 


5.5 


117.4 


H 


20.2 


885.0 


K 


10.2 


221.8 


K 


25.0 


817.6 


K and H 


10.4 


269.5 


K and H 


25.0 


1,069.8 


H 


10.1 


295.7 


H 


27.0 


1,447.2 


K 


15.1 


391.4 


K 


30.5 


1,068.8 


KsindH 


15.0 


465.3 


KandH 


29.2 


1,300.3 


H 


15.2 


584.9 


H 


29.8 


1,517.8 



brake released in 4^ sec, whereas the last brake required 40 
sec. to release, a difference of 35| sec. This shows why it 
is impossible to release brakes at slow speeds with H triples 
without danger of breaking in two, whereas the danger is 
practically eliminated where K triples are used. 

Running Test, — The distance required to stop, from different 
speeds, trains equipped with H, K, and mixed H and K triple 
valves, when a 15-lb. reduction is made, is shown in Fig. 8 
and in the accompanying table. 



210 TRIPLE VALVES 

PASSENGER-BRAKE TRIPLE VALVES 

DEVELOPMENT OF PASSENGER TRIPLE VALVE 

The governing factors in passenger-train control are speed, 
weight, and frequency of trains. The limits of time and dis- I 
tance in which a train must be stopped in emergencies to 
insure safety in train operation were worked out in connec- 
tion with the quick-action automatic brake at the time when 
the weight and speed of trains were moderate and the fre- 
quency of trains was not such a controlling factor. The prob- 
lem today is to devise a brake that will enable the modem, 
heavy, high-speed trains to be stopped in approximately the 
same time and distance as were the lighter trains of the past. 

Since the introduction of the quick-action brake, a growing 
yearly increase in passenger traffic has brought with it a grow- 
ing increase in the length and weight of passenger trains, in 
the train speed, and in the frequency of the service. Each 
increase reduced the comparative efficiency of the existing 
brake system and necessitated improvements to compensate 
for this inefficieiiCy, in order that stops could be made within 
the limits prescribed by safety. These improvements con- 
sisted in additions of apparatus to the existing quick-action 
brake systems that resulted finally in the brake known as the 
high-speed brake. For a time, this brake accomplished its 
purpose, but later changes in operative conditions so reduced 
its efficiency as to neutralize partly the improvements that 
had been made on the older forms of brake, and further improve- 
ments were imperative. 

In order to determine the necessary improvements, exhaust- 
ive tests and experiments were conducted to ascertain the 
limitations of the standard passenger triple valves when 
used in the latest modem service. These tests emphasized 
the facts that to fill the present requirements the improved 
brake not only would have to meet the requirements for 
emergency stops, but also would have to be flexible enough 
to make service stops with due regard for other factors, such 
as the comfort of the passengers; economy of time in making 
stops; necessity of accuracy and smoothness in making stops; 



II 



TRIPLE VALVES 



211 



necessity for making several applications one after the other, 
in quick succession; necessity for easy, smooth control of train 
at both high and low speeds, in order that quick, smooth stops 




could be made with the least liability of wheels sliding. It 
was impossible to fulfil all these requirements except by 
adding new features to the brake system, and for this reason 



-1-3 TRIPLE VALVES 

the LN- passenger equipment was designed and perfected, 
The LN equipment proved satisfactory for cars up to 130,0< 
lb., but the construction of cars of over 150,000 lb. made the 
development of the PC passenger equipment necessary. 



10^ 



P-1 (F-27), QUICK-ACTION, PASSENGER, TRIPLE 
VALVE 

The P-1 (F-27), quick-action, passenger, triple valve, shown 
in Fig. 1, is used with the 8-in. and 10-in. passenger-car 
brake cylinders and the 10-in. passenger -tender brake cylinders; 
its weight is 38 lb. Though similar in appearance, this valve 
differs essentially from the H-1 and H-2 freight triple valves, 
and should never be used in connection with freight-car brakes. 
In addition to being marked P-1 on the valve body, it may 
also be distinguished from the freight triple valves by the 
fact that it has one exhaust outlet while the freight tripl< 
valves have two; it may be distinguished from the P-2 triple' 
valve in having two instead of three bolt holes in the back 
flange. The bore of the P-1 slide-valve bush is If in. The 
operation of this triple valve is the same as the type H triple. 
The piece number of the P-1 triple valve, complete, is 1,760; 
the piece and reference numbers of the various parts are given 
in the accompanying list. 






Pc. No. 


Ref. 


No. Name of Part 


1,761 


2 


Body, bushed. 


29,138 


3 


Slide valve. J 


1,767 


4 


Main piston, includes 5. ■ 


10,032 


5 


Main-piston ring. ■ 


1.730 


6 


Slide-valve spring. 


29,139 


7 


Graduating valve. 


9,752 


8 


Emergency piston, includes 30. 


1.740 


9 


Emergency -valve seat. 


1,735 


10 


Emergency valve, includes 11 and 28. 


1,737 


11 


Rubber seat. 


1,745 


12 


Check- valve spring. 


12,850 


13 


Check- valve case, complete, includes Hn. 
pipe plug. 


1,754 


14 


Check- valve-case gasket. 


1,744 


15 


Check-valve. 


1,751 


16 


Strainer. 


1,749 


17 


1-in. union nut. 


1,750 


18 


1-in. union swivel. 


1,746 


19 


Cylinder cap. 


1,747 


20 


Graduating-stem nut. 



m 



1,523 


22 


1,753 


23 


10,836 


24 


1,752 


25 


1,004 




1,755 


27 


1.738 


28 


1,773 


30 


2.427 





TRIPLE VALVES 213 

Pc. No. Ref. No. Name of Part 

1,748 21 Graduating stem. 
Graduating spring. 
Cylinder-cap gasket. 
Bolt and nut, for cylinder cap. 
Capscrew. 
^-in. pipe plug. 
1-in. union gasket. 
Emergency- valve nut. 
Emergency-piston ring. 
* Triple- valve gasket. 

If the old-style valve or graduating valve is desired, specify 
as follows: 

Pc. No. Ref. No. Name of P^rt 

1,769 3 Slide valve. 
1,732 7 Graduating valve. 

These parts are not interchangeable with present standard 
parts. The new-style slide valve. Piece No. 29,138, has a 
straight drill through the longitudinal center line of the slide 
valve for the new iVin. graduating valve, Piece No. 29,139. 
The old-style slide valve, Piece No. 1,769, has a i-in. drill 
with counterbore for the old graduating valve. Piece No. 1,732. 
The graduating valves are of different diameters and the old- 
style valve* has a shoulder. The slide valve of this triple 
valve is similar to that of the H triple valves. 

P-2 (F-29), QUICK-ACTION, PASSENGER, TRIPLE 
VALVE 

The P-2 (F-29), quick-action, passenger, triple valve, shown 
in Fig. 2, is used with the 12-in., 14-in., and 16-in. passenger 
car and passenger-tender brake cylinders; its weight is 43 lb. 
Though similar in appearance, this valve differs essentially 
from all other quick-action triple valves, and should never be 
used except as specified. It is marked P-2 on the valve body, 
and has but one exhaust outlet, while the freight triple valves 
have two; it may be distinguished from the P-1 triple valve in 
having three instead of two bolt holes in the back flange. 
The bore of the P-2 slide-valve bush is If in. The operation 
of this triple valve is the same as the type H triple. The piece 
number of the P-2 triple valve complete, is 1,775. 



*Listed for convenience only; not included in P-1 triple valve. 




Pc. No. Ref. 


2,187 


2 


1.786 


3 


1,783 


4 


10.032 


5 


1,787 


6 


1.789 


7 


9,753 


8 


1,795 


9 


50,527 


10 



No. Name of Part 

Body, bushed. 
Slide valve. 

Main piston, includes 5. 
Main-piston ring. 
Slide-valve spring. 
Graduating valve. 
Emergency piston, includes 30. 
Emergency- valve seat. 
Emergency valve, includes 11 and 28. 



II 



TRIPLE VALVES 



215 



Pc. No. Ref. No. Name of Part 

1,737 11 Rubber seat. 

1.745 12 Check-valve spring. 
12,850 13 Check-valve case, complete. 

1.754 14 Check- valve -case gasket. 
1,744 15 Check- valve . 

1.751 16 Strainer. 

1.749 17 1-in. uni on nut. 

1.750 18 1-in. uni on swivel. 

1.746 19 Cylinder cap. 

1.747 20 Gradua ting-stem nut. 

1.748 21 Graduat ing stem. 
1,523 22 Graduat ing spring. 
1,753 23 Cylinder- cap gasket. 

4,879 24 Bolt and nut, for cyli nder cap, 

1.752 25 Capscrew. 
1,004 Hn. pipe plug. 

1.755 27 1-in. union gasket. 
1,794 28 Emergency- valve nut. 
1,791 30 Emergency- piston ring . 
4,760 * Triple-valve gasket. 



Spring Identification of Type P 
Triple Valves 



Triple 
Valve 


Pc. 

No. 


A* 
In. 


B* 
In. 


c* 

In. 


No. 
Coils 


Material 


Name of 
Spring 


P-1 
and 
P-2 


1.745 
1,523 




.072 
.08 


If 
21 


11 


Brass 

Nickeled 
Steel 


Check-Valve 
Graduating 



L-l-B QUICK-ACTION, PASSENGFR, TRIPLE VALVE 

The L-l-B triple valve, shown in Fig. 3, is used with the 8-in. 
and 10-in. brake cylinders; it weighs 50 lb. Its piece number, 
with E-7 safety valve, complete, is 16,101. 
Pc. No. Ref. No. Name of Part 

Body, bushed. 
Slide valve. 

Main piston, includes 5. 

Main-piston ring. 

Slide-valve spring. 

Graduating valve. 

Emergency piston. 

♦Listed for convenience only; not included in P-2 triple valve. 



16,184 


2 


16,127 


3 


16,187 


4 


10,032 


5 


9,326 


6 


• 16,128 


7 


1,733 


8 



216 



TRIPLE VALVES 




TRIPLE VALVES 217 

Pc. No. Ref. iVo. Name of Part 

1,740 9 Emergency- valve seat. 

Emergency valve, includes 11 and 16. 
Rubber seat for emergency valve. 
Check- valve spring. 
Check- valve case, complete. 
Check- valve-case gasket. 
Check- valve. 
Emergency-valve nut. 
Graduating- valve spring. 
Cylinder cap. 
Gradua ting-spring nut. 
Graduating sleeve. 
Graduating spring. 
Cylinder-cap gasket. 
Bolt and nut, for cylinder cap. 
Bolt and nut, for check- valve case. 
By -pass piston, includes 26. 
By-pass- piston ring. 
By -pass valve, complete. 
Rubber seat. 
By -pass- valve spring. 
By-pass- valve cap. 
By-pass- piston cap. 
Strainer. 

E-7 safety valve. 
End cap. 
*Triple- valve gasket. 

If the triple valve is used in connection with a brake cylinder 
equipped with a high-speed reducing valve, the safety valve 
is not used, and orders should specify as follows: Piece No. 
19,060, L-l-B triple valve, complete, less safety valve, with 
safety-valve opening plugged; and Piece No. 19,052, cap nut 
for safety-valve opening. 

By-pass valve, No. 51,529, is interchangeable with previous 
by-pass No. 36,208, but the by-pass spring No. 53,003 is not 
interchangeable with previous by-pass valve spring No. 13,861. 
The spring No. 53,003 must be used with the by -pass valve 
No. 51.529. 

L-2-A QUICK-ACTION, PASSENGER, TRIPLE VALVE 

The L-2-A triple valve, shown in Fig. 4, is used with the 
12-in. and 14-in. brake cylinders; it weighs 60 lb. The piece 
number with E-7 safetv valve, com.plete, is 15,500. 

♦Listed for convenience only; not included in L-l-B triiDle 
valve. 



12,249 


10 


10,417 


11 


1,745 


12 


12,187 


13 


12,183 


14 


1,744 


35 


1,738 


16 


9,844 


17 


13,247 


18 


14,357 


19 


13,251 


20 


1,523 


21 


1,753 


22 


4,879 


23 


4,880 


24 


13,136 


25 


14,284 


26 


51,529 


27 


51,528 


28 


53,003 


29 


14,560 


30 


12,984 


31 


16,214 


32 


15,549 


33 


12,211 


34 



218 



TRIPLE VALVES 




Pc, No. 


Ref. 


15,478 


2 


15,450 


3 


15,503 


4 


12,891 


5 


9,895 


6 


15,452 


7 


1.733 


8 


1,740 


9 


12,249 


10 


10,417 


11 


1,745 


12 



No. Name of Part 

Body, bushed. 
Slide valve. 

Main piston, includes 5. 
Main-piston ring. 
Slide-valve spring. 
Graduating valve. 
Emergency piston. 
Emergency- valve seat. 
Emergency valve, includes 11 and 16. 
Rubber seat for emergency valve. 
Check-valve spring. 



TRIPLE VALVES 



219 




Fig. 5 

Pc. No. Ref. No. Name of Part 

12,187 13 Check- valve case, complete. 

12,183 14 Check- valve-case gasket. 

1,744 15 Check-valve. 

1,738 16 Emergency-valve nut. 

12,342 17 Graduating-valve spring. 

14,404 18 Cylinder cap. 

14,357 19 Graduating-spring nut. 

13,251 20 Graduating sleeve. 

1,523 21 Graduating spring. 

12,755 22 Cylinder-cap gasket. 

4.879 23 Bolt and nut, for cylinder cap. 

4.880 24 Bolt and nut, for check-valve case. 
13,136 25 By- pass piston, includes 26. 
14,284 26 By-pass- piston ring. 

51,529 27 By -pass valve. 

51,528 28 Rubber seat. 

53,003 29 By -pass- valve spring. 

14,560 30 By -pass- valve cap. 

12,984 31 By-pass-piston cap. 

16,214 32 Strainer. 

15,549 33 E-7 safety valve. 

12,339 34 End cap. 

9,356 * Triple- valve gasket. 

If the triple valve is used in connection with a brake cylinder 

equipped with a high-speed reducing valve, the safety valve 

*Listed for convenience only; not included in L-2-A triple. 



220 



TRIPLE VALVES 



is not used, and orders should specify as follows: Piece No.] 
19,059, L-2-A triple valve, complete, less safety valve, with 
safety-valve opening plugged; and Piece No. 19,052, cap nut 



^;^;^^^;^^«^^^^^ 



00 



CD 

O P 



Wi 







t^^;^;^^^^;>-;^^^^^ 




Fig. 6 



Fig. 7 



for safety-valve opening. Fig. 5 shows two perspective views 
of the slide valve 5;' and Fig. 6, a view of the slide-valve seat; 
Fig. 7 is a perspective view of the graduating valve 7. 

Valve spring No. 53,003 is not interchangeable with previous 
spring No. 13,861. 

L-3, QUICK-ACTION, PASSENGER, TRIPLE VALVE 

The L-3 triple valve, shown in Fig. 8, is used with 16-in. 
and 18-in. brake cylinders. The piece number, with E-7 safety 
valve, complete, is 16,370. Its weight is 70 pounds. 



PcNo. 


Ref. No. Name of Part 


16,080 


2 


Body, bushed. 


16,095 


3 


Slide valve. 


16,372 


4 


Main piston, includes 5. 


16,306 


5 


Main-piston ring. 


16,294 


6 


Slide-valve spring. 


16,292 


7 


Graduating valve. 


1,733 


8 


Emergency piston. 


1,740 


9 


Emergency- valve seat. 


1,735 


10 


Emergency valve, includes 11 and 16 


1,740 


11 


Rubber seat for emergency valve. 


1,745 


12 


Check- valve spring. 


12,187 


13 


Check- valve case, complete. 


12,183 


14 


Check- valve-case gasket. 


1,744 


15 


Check- valve nut. 


1,738 


16 


Emergency- valve nut. 


16,293 


17 


Graduating- valve spring. 


16,287 


18 


Cylinder cap. 


16,289 


19 


Graduating-spring nut. 


16.288 


20 


Graduating sleeve. 


16,301 


21 


Graduating spring. 


16,305 


22 


Cylinder-cap gasket. 


4,879 


23 


Bolt and nut. for cylinder cap. 


4.880 


24 


Bolt and nut, for check- valve case. 



TRIPLE VALVES 



221 




222 



TRIPLE VALVES 



Pc. No. 


Ref. No. Name of Part 


13,136 


25 


By-pass piston, includes 26. 


14,284 


26 


By-pass-piston ring. 


51,529 


27 


By-pass valve. 


51,528 


28 


Rubber seat. 


53,003 


29 


By-pass- valve spring. 


14,560 


30 


By-pass- valve cap. 


12,984 


31 


By-pass- piston cap. 


16,214 


32 


Strainer. 


15,549 


33 


E-7 safety valve. 


12,848 


34 


End cap. 



If the triple is used with a brake cylinder equipped 
a high-speed reducing valve, the safety valve is not used, 
orders must specify: Piece No. 19,061, L-3 triple valve, 
plete, less safety valve, with safety-valve opening plugged 
Piece No. 19,052, cap nut for safety-valve opening. 

By-pass valve spring No. 53,003 is not interchangeable with 
previous spring No. 13,861. 



Spring Identification of Type L 
Triple Valves 



Triple 
Valve 


Pc. 
No. 


In, 


In. 


In. 


No. 
Coils 


Material 


Name of 
Spring 


L-l-B 

L-2-A 

L-3 

L-l-B 

L-2-A 

L-3 


1,745 
53,003 

} 1,523 
16,301 


If 


.072 
.051 

.08 
.105 


If 
U 

21 
31 


11 

81 

m 

16 


Brass 

Phosphor - 

Bronze 

Nickeled 

Steel 
Nickeled 

Steel 


Check-Valve 
By-Pass- 
Valve 

Graduating 
Graduating 



*A, B. C are dimensions of spring at points indicated in cut. 
STYLES OF TYPE L TRIPLE VALVES 

The LN passenger brake equipment derives its name from 
t;he fact that a type L triple valve is used in combination with 
a type N passenger -brake cylinder. The older form of eqmp- 
ment was known as the PM equipment, because a P triple 
was used in combination with an M brake cylinder. The 
type N passenger-brake cylinder is designed for use with the 
L triple valve, the seat for the triple on the pressure head 



TRIPLE VALVES 223 

being suitable for the L triple. All the pipe connections are 
made direct to the brake-cylinder head, no pipe connections 
being made to the triple valve. A triple can be removed and 
replaced by another without disturbing any of the pipe con- 
nections, by simply removing from the triple-valve stud the 
nuts that nold the triple to the cylinder head. The brake- 
cyUnder head has pipe connections for the brake pipe, auxiliary 
reser\'oir, brake cylinder, and supplementary reservoir. 

The L triple valve is made in three styles. The letters and 
numerals designating the style of triple are cast in the side of 
the valve body. Other features that distinguish the L triple 
valve are the by-pass arrangement and the safety valve. 

FEATURES OF TYPE L TRIPLE VALVES 

The features added to the brake system by the L triple 
are: (1) High-emergency pressure feature; (2) quick-service 
featiire; (3) graduated-release feature; (4) quick-recharge 
feature; and (5) service-application safety-valve feature. 

High-Emergency Pressure Feature. — With the same brake- 
pipe pressure, the high-emergency pressure feature gives a 
much higher brake-cylinder pressure in emergency than the 
high-speed brake, and the full pressure is retained during the 
complete stop, thus enabling much shorter stops to be made. 
Tne feature consists in the use of a supplementary reservoir 
in addition to the regular auxiliary reservoir. The supplemen- 
tary reservoir has about two and one-half times the capacity 
of the auxiliary reservoir, and in emergency applications it 
equalizes with the auxiliary reservoir and the brake cylinder, 
providing a high pressure, which is held throughout the stop. 
Also, it assists in obtaining the graduated release of the brakes. 

Qtiick-Service Feature. — With the high-speed brake, the 
interval between the application of the first and the last brake 
increases with the length of the train. The quick-service 
feature of the L triple reduces this interval by venting a small 
quantity of brake -pipe air into the brake cylinder in service 
applications so as to produce a light serial application of the 
brakes similar to the quick action in emergency applications. 

Graduate d-Release Feature. — A graduated release cannot be 
made with P triples, but the supplementary reservoir of the 




224 TRIPLE VALVES 

LN equipment makes a graduated-release feature possible for 
the type L triple valve. With type L triples, therefore, the 
brakes can be graduated either on or off, thus adding much 
to the flexibility of the brake. This results in reducing shock 
effects on long, heavy trains, and eliminates the loss of time 
and the risk incident to two-application stops. Also, graduat- 
ing the brake off greatly reduces the risk of wheel sliding, and, 
in connection with the quick-recharge feature, makes it possible 
for a large number of applications to be made without exhaust- 
ing the air supply. 

Quick-Recharge Feature. — Increased weight of coaches neces- 
sitated an increase in the size of the brake cylinders used, 
until on the heavy coaches of today 16-in. and 18-in. cylinders 
are used instead of 10-in. and 12-in. cylinders. With an 8-in. 
piston travel, the 18-in. cylinder has a capacity of 2,036 cu. in. 
against a capacity of 675 cu. in. for the 10-in. cylinder. The 
18-in. cylinder, therefore, will take three times as much air 
from its auxiliary at each application as the 10-in. cylinder. 
In recharging, therefore, the feed-groove of the triple of the 
18-in. cylinder must be much larger than that of the triple 
of the 10-in. cylinder, in order to have the two recharge in the 
same time. Large feed-grooves, however, have a tendency to 
make a brake sluggish in applying on moderate reductions, 
on account of the back flow from the auxiliary reservoir; 
consequently, they are undesirable. 

The L triple valve uses the regular size of feed-groove; 
besides, it employs in the slide-valve seat a quick-recharge 
port that is controlled by the slide valve, the check- valve pre- 
venting any back flow from the auxiliary reservoir during 
applications. This results in a rapid recharging of the auxiliary 
reservoirs, to nearly standard pressure, so that nearly full 
braking power is obtained immediately after a release has 
been made; consequently, a number of applications can be 
made in quick succession without materially reducing the 
pressure in the brake system. 

Service-Application Safety-Valve Feature. — The auxiliary 
reservoir used with the LN equipment is smaller for the same 
size of brake cylinder than the auxiliary reservoir used with 
the other equipments. This limits the brake-cylinder pressure 



TRIPLE VALVES 



225 




226 TRIPLE VALVES 



:ing I j 



at equalization to an amount that gives the proper braking 
power with the proper brake-pipe pressure while reducing 
the danger of wheel sliding to a minimum. As a protection 
against excessive brake-cylinder pressure during service appli- 
cations, due to too high brake-pipe pressure, there is provided 
a reducing valve that operates only in service applications 
and is automatically cut out of service when an emergency 
application is made. This constitutes the service-application 
safety-valve feature of the L triple valve. 

PIPING DIAGRAM OF LN EQUIPMENT 

Fig. 1 shows the piping diagram of the type LN passenger 
equipment. The general arrangement of the piping and the 
location of the parts of this equipment are practically the 
same as in the ordinary PM passenger equipment, except that 
with the LN equipment the L triple valve replaces the older 
form of triple valve and the N brake-cylinder head, which is 
especially designed for use with the type L triple valve, takes 
the place of the older form of brake-cylinder head. Besides, a 
supplementary reservoir is added to the older form of passenger- 
car equipment. 

The brake-pipe, which extends throughout the length of 
the car, has a branch pipe that connects to the brake-pipe 
connection on the brake-cylinder head. The centrifugal dirt 
collector in the branch pipe takes the place of the brake- 
pipe strainer formerly used with the car equipment. The 
cut-out cock in the branch pipe is for the purpose of cutting 
out the brake on that car when necessary. The function of 
the auxiliary reservoir is the same as in the older equipment. 
The pipe leading from the auxiliary reservoir is connected to 
the brake-cylinder head at the auxiliary-reservoir connection 
and this reservoir is charged through the triple valve the 
same as in the older form of equipment. The supplementary 
reservoir, which has a capacity about two and a half times 
that of the auxiliary reservoir, carries an extra supply of air, 
which assists in obtaining the graduated release" of the brakes 
and makes possible the very high brake-cylinder pressure 
obtained in emergency applications. Also, it recharges the 
auxiliary reservoir quickly, after a service application and 



TRIPLE VALVES 227 

release, to nearly standard pressure. The supplementary 
reservoir is charged through the triple valve from the brake 
pipe at the same time and to the same pressure as the aux- 
iliary reservoir. It is connected to the triple valve by means 
of a pipe leading from the reservoir to the supplementary- 
reservoir connection on the brake-cylinder head. There is 
no direct connection between the auxiliary and the supple- 
mentary reservoir. The triple slide valve controls the flow of 
air from, the auxiliary reservoir to the supplementary reserv^oir 
and from the supplementary reservoir to the auxiliary reservoir. 
The cut-out cock in the supplementary-reservoir pipe is for 
the purpose of cutting out the reservoir when desired, as in the 
case of the car being in a train in which most of the cars are 
equipped with the type PM brake. At such times, the cut-out 
cock between the triple valve and supplementary reservoir 
should be closed in order to have the L triple valve work in 
harmony with the older forms of triple valves. Closing this 
cut-out cock renders the graduated-release and the high emer- 
gency-pressure features inoperative. 

In trains of mixed LN and PM equipments, the LN equip- 
ment may be left cut in if desired and the brakes operated 
accordingly, provided that more than half the cars have the 
LN equipment. However, it must be remembered that, in 
using the graduated-release feature, the PM equipments will 
release entirely at the first graduated release. The cars 
having the LN equipment, therefore, will have to do the 
braking for the entire train during the remainder of the stop, 
and there will be danger of wheel sliding on those cars. To 
avoid wheel sliding, the brake-cylinder pressiire should be 
graduated down to a safe pressure before the speed is low. 

DIAGRAMMATIC VIEWS OF TRIPLE 

Fig. 2 gives a diagrammatic view of a type L triple valve with 
the check- valve case 13, and the cylinder cap 18 removed. 
The triple valve is represented as having the auxiliary-reser- 
voir end, the cylinder-cap end, the check- valve-case end, the 
slide-valve seat, and the by -pass mechanism in the same plane 
so as to show more readily the relations of the ports to each 
other. 



TRIPLE VALVES 




TRIPLE VALVES 229 

It will be noticed that port e in the cylinder-cap end leads to 
port e in the check- valve-case end; also, that the ports a in the 
auxiliary-reservoir end lead to the ports a in the check-valve-case 
end. The ports a connect with corresponding ports in the brake- 
cylinder head and convey brake-pipe air to the space under 
the check- valve 15, thence through port e and passage G to 
chamber H. Port C in the auxiliary-reservoir end connects 
with a port in the brake-cylinder head that leads into the brake 
cylinder. Port C leads from the auxiliary-reservoir end of the 
triple valve to chamber X, and the ports r in the slide-valve 
seat lead into port C; hence all air entering in the brake cylinder 
through the triple valve must pass through port C. Port p 
in the auxiliary-reservoir end leads to port p in the slide-valve 
seat and connects with a port in the brake-cylinder head that 
leads to the atmosphere. Port x in the auxiliary-reservoir end 
divides, one branch leading to port x in the slide-valve seat and 
the other branch leading to chamber x back of the by-pass 
valve. Also, port x connects with a port in the brake-cylin- 
der head that leads to the supplementary-reservoir connection. 
Port c in the slide-valve seat leads to the chamber back of the 
by-pass piston. Port g, located in the upper part of the slide- 
valve bushing, is used to supply auxiliary-reservoir pressure 
to chamber /, in front of the by-pass valve, and through port 
h to the chamber in front of the by-pass piston. Port y in the 
check- valve-case end leads to port y in the slide-valve seat; 
also, it connects with a port in the check- valve case 13 that 
leads to chamber F, between the emergency valve and the 
check-valve. Port t leads from the slide-valve seat to the 
chamber above the emergency piston. Port h in the slide-valve 
seat leads through the triple- valve body to the chamber below 
the safety valve. In most of the illustrations, port h is indi- 
cated as being but one port, whereas, there is one port b in the 
slide-valve seat and two ports extending from the outer surface 
of the slide-valve bushing to the chamber below the safety 
valve. The only reason for having the two ports h is that it is 
desirable to drill the ports and the thickness of the metal in 
the triple-valve body will not permit of a single drill of suit- 
able size to be used. As the ports h are drilled, the drilling 
must naturally commence at the check-valve-case face of the 



230 



TRIPLE VALVES 



triple valve, which accounts for the ports extending from the 
safety-valve chamber to the check- valve-case face. It is not 
necessary to plug this end of the ports, because the check- 
valve-case gasket blanks the ends of the ports. 




Fig. 3 

Fig. 3. is a diagrammatic view of the triple valve showing the 
positions the parts assume in full-release and charging positions. 



OPERATION OF LN EQUIPMENT 
Charging Position. — When the brake pipe is first charged, 
brake-pipe air will pass through the passages into chamber H 
and move the main piston 4 to the right to full -release position, 
provided it is not already in that position. This movement opens 
the feed-groove and allows brake-pipe air to pass into cham- 
ber R and the auxiliary reservoir. The slide and graduating 



TRIPLE VALVES 231 

valves are moved with the main piston to release position. 
The pressure in passage a raises the check-valve 15 and as 
port y in the slide-valve seat and port j in the slide valve 
register, brake-pipe air can also pass through port y into 
chamber R and the auxiliary reservoir. Port k in the slide 
valve registers with port x in the slide-valve seat, so that air 
can pass to the supplementary reservoir, which is charged at 
the same time and to the same pressure as the auxiliary reser- 
voir. In this position of the slide valve, port c in the seat is 
not covered; hence, the chamber back of the by-pass piston 
into which port c opens, is charged to auxiliary -reservoir pres- 
sure. The chamber in front of the by-pass piston into which 
port h opens, is at all times connected to chamber R and the 
auxiliary reservoir through the ports g and h\ thus, the pres- 
sures on both sides of the by-pass piston 25 are always equal 
except during emergency applications, when port c is connected 
to the brake cylinder through ports d, n, and r, and the by-pass- 
valve spring holds the by-pass valve 27 to its seat. Also, port f 
leads from port g to the cham.ber in front of the by-pass valve 27, 
and this chamber is likewise charged to auxiliary-reservoir 
pressure. In the charging position, port n in the slide-valve 
registers with port r in the seat, cavity w in the graduating 
valve connects the upper ends of the ports with another port 
in the slide-valve face that registers with the exhaust port p, 
so that any air in the brake cylinder can pass to the atmosphere 
through this passage. 

Release and Recharge. — ^When releasing the brakes, the 
brake-pipe pressure and the pressure in chamber H is increased 
above the auxiliary -reservoir pressure. This causes the main 
piston 4. with the slide valve and the graduating valve, to be 
moved to full-release and charging position. Port n registers 
with port r, port m registers with port p, and cavity w in the 
graduating valve connects ports m and n on the back of the 
slide valve, thus allowing brake-cylinder air to escape to the 
atmosphere. The main piston 4 uncovers the feed-groove i, 
which allows brake-pipe air to pass to the auxiliary reservoir. 
Port j registers with port y, which also allows brake-pipe air 
from chamber F to pass to chamber R and the auxiliary 
reservoir; also, port x registers with port k and, as standard 



232 TRIPLE VALVES 

auxiliary-reservoir pressure was confined in the supplementary 
reservoir during the time that the brakes were applied, this 
pressure now assists in recharging the auxiliary reservoir, j 
The auxiliary reservoir, therefore, begins to recharge from two 
sources — from the brake pipe through the feed-groove and 
through ports y and j, and from the supplementary reservoir, 
equalizing with it through ports x and k. As the supplement- 
ary reservoir is charged only to standard auxiliary-reservoir 
pressure, it only assists in quickly recharging up to the point i 
of equalization of the two reservoirs, after which both reser- ^ 
voirs must be recharged together. As the supplementary 
reservoir is about two and one-half times the size of the aux- 
iliary reservoir, every pound of pressure it is reduced in charg- 
ing raises auxiliary pressure 2^ lb. Thus, after a 21-lb. 
reduction from 90 lb., equalization will ocbur when supple- 
mentary-reservoir pressure is reduced 6 lb., or to 84 lb.; aux- 
iliary pressure will be raised 15 lb., or from 69 to 84 lb. The 
reservoirs, therefore, will equalize for about two-thirds of the 
recharge, and will have to be recharged from the brake pipe 
for the other third; but as this occurs through the feed-groove i 
and the quick-recharge port y, the time of full recharge is 
much less than the time for the old triples. During recharge 
and while graduating the release of the brakes, the pressures 
on the brake-pipe and auxiliary-reservoir sides of the main 
piston 4 are nearly balanced. This insures a prompt response 
of the brakes to any reduction or increase of brake-pipe pressure, 
irrespective of what operation may have just preceded. If, 
after releasing the brakes, the brake valve is placed in run- 
ning position, the triple piston will remain in release position, 
and the auxiliary and supplementary reservoirs will be fully 
recharged. 

Quick-Service Position. — When a service reduction is made 
in brake-pipe pressure, the pressure in chamber H is reduced 
faster than air can pass through the feed-groove i. As the 
auxiliary-reservoir pressure in chamber Ris then greater than 
that in chamber H, the main piston 4 will be moved to the 
left, closing the feed-groove i, and shutting off communica- 
tion between the brake pipe and the auxiliary reservoir. The 
grad{uating valve moves with the main piston 4 and closes 



t 



TRIPLE VALVES 233 

ports i, m, and k at the top of the slide valve, shutting off 
communication between the auxiliary and supplementary 
reservoirs, chamber Y, and the slide-valve chamber R, and 
between the brake cylinder and the atmosphere. It also 
uncovers port 2, and cavity v in the graduating valve connects 
ports / and o. As the main piston 4. continues to move, the 
shoulder on the end of its stem engages the slide valve; all 
these parts then move together until the knob on the main 
piston 4 strikes the graduating sleeve; the triple valve is then 
in quick-service position. In this position port k in the slide 
valve is moved away from port :v, which leads to the supple- 
mentary reservoir; port z registers with port r, and the aux- 
iliary-reservoir air can' pass to the brake cylinder through 
ports z and r and passage C; ports y and o register so that brake- 
pipe air from chamber Y passes to the brake cylinder through 
ports y and o, cavity v in the graduating valve, port I, cavity g, 
port r, and the passage C. 

The pressure in chamber Y being reduced, check-valve 15 
will rise and allow brake-pipe air from passage a to be supplied 
to this chamber as fast as it passes out through port y. This 
local reduction in brake-pipe pressure will assist in applying 
the brakes, but will not cause an emergency application, 
because the air must pass through the restricted port /. The 
tendency to produce quick action is also guarded against 
by proportioning the valves and locating the ports so that 
the service port z will not fully register with port r while port y 
is connected to port o, and any movement tending to compress 
the graduating spring will increase the opening of the service 
port 2 and decrease the opening through port y. This grad- 
ually increases the rate of discharge from the auxiliary reser- 
voir, and decreases the rate of discharge from the brake pipe, 
until port z is opened its full extent and port y is entirely 
closed. When this takes place, the triple valve is said to be 
in full-service position. Triple valves in a short train will 
usually assiune this position, because the reduction in a short 
brake pipe is more rapid than that in a long brake pipe. 
When in either quick-service or full-service position, cavity q 
in the slide valve connects the brake-cylinder port r with 
port h, thus connecting the brake cylinder with the safety 



234 TRIPLE VALVES 

valve. The safety valve, being set at a pressure of 62 lb., 
will prevent the brake-cylinder pressure from rising above 
'this amount during a service application. 

Full-Service Position. — ^When a service reduction is made 
with a short train, brake-pipe pressure will reduce faster than 
when the train is long, resulting in a greater difference between 
brake-pipe pressure and auxiliary-reservoir pressure being 
formed. This will cause the triple piston to compress the 
graduating spring slightly and move the slide valve and gradu- 
ating valve a little beyond quick-service position until port o 
ceases to register with port y. The triple is then in full-service 
position. "When the slide valve is in this position, ports z 
and r register fully, the quick-service port y is blanked by the 
slide valve, and no brake-pipe air can pass to the brake cyl- 
inder from chamber Y. The local reduction of brake-pipe 
pressure at each triple valve is thus prevented, for the reason 
that it is not necessary; the reduction is as quick as desirable. 
The brakes apply promptly, because the service port z is then 
fully opened. 

Service Lap Position. — The lap position assumed by the 
• triple valve from quick-service position differs from the posi- 
tion it assumes from full-service position, owing to the fact 
that the slide valve is not moved when the piston moves 
the graduating valve to lap the service ports. The triple 
valve is held in service position as long as the brake-pipe 
reduction continues. When the brake-pipe reduction ceases 
auxiliary-reservoir air continues to flow into the brake cylinder 
until auxiliary-reservoir pressure is reduced below brake-pipe 
pressure sufficiently to cause the triple piston to be moved 
toward release position and the shoulder of the piston stem 
to come in contact with the slide valve. The difference in 
pressure necessary to move the piston and graduating valve 
is not sufficient to overcome the additional friction encountered 
in moving the slide valve, so that further movement of the 
piston is stopped by the slide valve. 

When the piston starts to lap position from quick-service 
position, the parts come to rest in quick-service lap position. 
In this position the graduating valve 7 closes port z and its 
cavity v is moved from over port I, so that no more air can 



TRIPLE VALVES 235 

pass to the brake cylinder either from the auxiliary reservoir 
through port z or from the brake pipe through port y. 

If the triple valve is in full-service position when the reduc- 
tion of brake-pipe air at the brake valve ceases, it will assume 
lap position in the same manner as just explained, but the 
triple piston will be assisted in its movement to lap position 
by the graduating spring, which was slightly compressed, and 
the piston will be stopped in full-service lap position instead 
of in quick-service lap position. 

Graduated Release. — The triple assumes full-release posi- 
tion in discharging air from the brake cylinder to the atmos- 
phere diiring a graduated release of the brakes. To graduate 
the release of the brakes, the brake-pipe pressure should be 
increased just enough to move the main piston, slide valve, 
and graduating valve to release position, and the brake valve 
should then be returned to lap position, which will prevent 
any further increase in brake-pipe pressure. As the main 
piston and the slide and graduating valves have been moved to 
release position, brake-cylinder air escapes to the atmosphere 
through ports C, r, w, cavity w, port m, and the exhaust port p ; 
but, as the increase in brake-pipe pressure has ceased on 
account of the brake valve being lapped and as air from the 
supplementary reservoir still flows through ports x and k into 
chamber R, the pressure on the auxiliary -reservoir side of 
piston 4 is increased sufficiently above that on the brake-pipe 
side to move piston 4 and graduating valve 7 to graduated- 
release lap position. In this position, piston 4 closes the feed- 
groove i and the graduating valve closes ports m, j, and k, 
on the back of the slide valve. This cuts off the flow of air 
from the brake pipe to the auxiliary reservoir through the 
feed-groove i and the port j and from the brake cylinder to 
the atmosphere through port m, as well as from the supple- 
mentary reservoir to the auxiliary reservoir through port k. 
In this way the brakes are only partly released, as only a 
portion of the brake-cylinder air is allowed to escape to the 
atmosphere. 

In releasing the brake, a series of such graduations may be 
made until the brake-pipe pressure has been restored to the 
pressure at which the auxiliary and supplementary -reservoir 



236 TRIPLE VALVES 

pressures will equalize; then the brakes will fully release. 
The amount of reduction in brake-cylinder pressure for any 
given graduation depends on the amount of air pressure that 
is put into the brake pipe each time the brake valve is placed 
in release, or running, position during such manipulations. 
This will also determine the rate at which the brake is 
recharged. 

Emergency Position. — ^When a heavy and sudden reduction 
in brake-pipe pressure is made by the brake valve or in some 
other way, the triple valve moves into emergency position. 
The pressure in chamber H of the triple valve reduces suddenly 
and the greater auxiliary-reservoir pressure in chamber R 
causes piston 4 to move rapidly to the extreme left of its 
chamber, moving the slide valve and graduating valve with it. 
The graduating spring is compressed and the triple piston 
rests firmly against the cylinder-cap gasket 22. When the slide 
valve is in emergency position, the service ports do not register. 
The end of the slide valve uncovers port t in the slide-valve 
seat, which allows auxiliary-reservoir air to pass into the cham- 
ber above the emergency piston, forcing this piston down and 
thus unseating the emergency valve 10. This allows the air 
in chamber Y to escape to the brake cylinder; then brake-pipe 
air in passage a raises the check-valve 15 and flows into the 
brake cylinder in large volume through chambers Y and X 
and passage C. This produces a local reduction in brake-pipe 
pressure, which causes the next triple valve to operate quick- 
action, and so on throughout the train. At the same time 
port d in the slide valve registers with port c in the seat and 
allows air in the chamber back of the by-pass piston 25 to escape 
to the brake cylinder through ports c, rf, n, r, and C The 
pressure in the chamber back of the by-pass piston 25 will be 
considerably reduced and the by-pass piston will be moved 
backwards by the auxiliary-reservoir pressure in the chamber 
in front of it. This movement of the by-pass piston will unseat 
the by-pass valve 27 and thus connect the supplementar> 
reservoir with the auxiliary reservoir through ports x, /, and g. 
This gives, in effect, an auxiliary-reservoir volume approxi- 
mately three times the size of the one that supplies air to 
the brake cylinder during a service application of the brake. 



I 



TRIPLE VALVES 



237 



During an emergency application, communication between the 
auxiliary reservoir and the brake cylinder is established through 
port 5 in the slide valve and port r in the seat. 

Check- valve 15 will remain unseated until the brake-cylinder 
pressure is nearly equal to the brake-pipe pressure; the emer- 
gency valve 10 will be seated as the auxiliary and brake-cylinder 
pressures equalize; and the by-pass valve will remain unseated 
until the auxiliary-reservoir and brake-cyHnder pressures are 
nearly equal to the pressure remaining in the supplementary 
reservoir. This action will result in a brake-cylinder pressure 
nearly equal to maximum brake-pipe pressure, and as cavity q 
in the slide valve is moved from over port r the safety valve is 
no longer connected to the brake cylinder; consequently, the 
high brake-cylinder pressure will be maintained until the brake 
is released in the usual manner. 



PASSENGER-BRAKE TEST 
Rack Tests. — In Fig. 1 are shown the results of standing 
train tests made with the high-speed and the LN equipments, 



III 

■w 



xi/0\ 



m 






|.^ 93 



90 



^ejf 




-:::, 


.^ 


^:>^ 


- 


f 


^<' 


^^^f^^ 


^ 


"v/cff:^ 


u/pme, 


p^: 


r 


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O S /O /J 20 23 JO J^ ^O ^S 

7/me-Jeco/T(/s 
Fig. 1 

to determine the comparative time required to recharge the 
auxiUary reservoir after a 20-lb. service reduction has been 
made. The six-car trains carried 110-lb. brake-pipe pressure 



238 



TRIPLE VALVES 



and were equipped with old or high-speed, brake and new, or ] 
LN equipments. The brake-valve handle was placed in full 
release for 6 sec. and then returned to running position. The 
LN equipment required only 4.4 sec. to raise auxiliary-reservoir 
pressure to 105 lb. pressure, whereas the high-speed brake 
equipment with P triple valves required 27 sec. The slow rate 
of charging with P triples is due to the fact that the rise in 
auxiliary pressure cannot exceed the rise in brake-pipe pres- 
sure. The rapid rise of auxiliary pressure with the LN equip- 
ment, shows the ability of this equipment to make a number 
of successive applications and releases with excessive reduction 
of the resultant brake-cylinder pressure. 



1^^ 



^/// '</////7J ^enf 




^ O ^ /O /^ £0 



B, 



2 J JO JS 'W ^^ 

Fig. 2 



s: 



^o ffs eo /ffs ?t? 



In Fig. 2 are shown the results of rack tests of the old, or 
high-speed, and new, or LN, equipments, with 110-lb. brake-pipe 
pressure. This chart shows the curves produced on the brake- 
cylinder cards by four 20-lb. service applications and releases 
and one emergency application made 15 sec. apart. With the 
LN equipment, the brake-cylinder pressure on the fourth appli'- 
cation had only reduced 4 lb.; with the old equipment, the 
brake-cylinder pressure dropped to 28 lb. on the second appli- 
cation. This difference with the old equipment, was due to the 
brake-pipe charging to a higher pressure than the auxiliaries. 
The quick-recharge feature of the L triple valves overcame this. 
The curves also show that the cylinder pressure reached 
maximum pressure much sooner with the L triples than with 



TRIPLE VALVES 239 

the P triples. This is due to the fact that brake-pipe and 
auxiliary pressures are practically balanced in the new equip- 
ment at the time of application so that the triple valve responds 
at once. With the P triples, the excess brake-pipe pressure 
had to be drawn off before the triples would respond to the 
reduction. 

In Fig. 3 are shown the results of rack tests of the old, or 
high-speed, and new, or LN, equipments, with 110 lb. brake- 
pipe pressure, when emergency applications are made. These 
curves illustrate the high emergency and the retaining features 
of the LN equipment. This equipment gives a brake-cylinder 
pressure of 104 lb. in about 4.5 sec. and maintains it constant 



ffo 


































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— ^ 


WeJ 


frqru/^ 


■'/T7en 












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/5 20 2^ JO js ^q ^^ JO j^ 60 ej 70 



Fig. 3 



throughout the stop; the old equipment gives a maximum of 
83 lb. in about 5 sec, but this pressure gradually decreases to 
60 lb. in about 45 sec; the pressure though is maintained 
constant thereafter. For the same initial brake-pipe pressure, 
therefore, the LN equipment gives 21 lb. higher maximum 
brake-cylinder pressure, and 32.5 lb. average pressure for the 
first 45 sec. After 45 sec, the LN equipment gives 44 lb. 
greater brake-cylinder pressure. This greater pressure through- 
out the stop is provided to compensate for the lowered coef- 
ficient of friction between the brake shoes and the wheels that 
results from the increased amount of work required from each 
brake shoe with the LN equipments. 



240 



TRIPLE VALVES 



In Fig. 4 are shown the pressures in the brake cylinder, 
brake-pipe, and auxiliary reservoir of an LN equipment that 
has 110 lb. brake-pipe pressure, when a 30-lb. service reduction 
is followed by an emergency application and release. The 
curves show that it required about 6.5 sec. to make the 30-lb. 
brake-pipe reduction in this case. This reduced auxiliary 



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Bra/r^ C 


'/inc/er 




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111,1 




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20 

Pig. 4 



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pressure to 82 lb. and gave a brake-cylinder pressure of over 
60 lb. After about 10.5 sec. from the beginning of the appli- 
cation, an emergency application was made reducing brake- 
pipe pressure to 0, and raising the brake-cylinder pressure to 
104 lb., but without further reducing auxiliary reservoir pres- 
sure; 20 sec. from the beginning of the application, a release 



TRIPLE VALVES 



241 



was made and in about 3 sec. the brake pipe and the auxiliary- 
reservoir recharged to practically normal pressure. 

Standing Tests. — In Fig. 5 are shown the results of emer- 
gency applications made while the train is standing. The 
first car having the new, or LN, equipment used 90 lb. brake- 
pipe pressure; the first car having the old equipment used 
110 lb. brake-pipe pressure. The chart shows that the new, 
or LN, equipment gave a greater emergency average brake- 
cylinder pressure for the stop than the old equipment though 
the latter carried 20 lb. greater brake-pipe pressure. 

Running Tests. — The emergency application and retardation 
curves for two engines alone and ten cars alone in break-away 
tests, and for an entire train of two engines and ten cars are 




/J 20 2S JO J^ ^42 
Jeconafs 

Fig. 5 

shown in Fig. 6; the brake-pipe pressure was 110 lb. One 
train equipped with the old, or high-speed, apparatus was 
stopped from a speed of 84.2 mi. per hr., and the other, equipped 
with the new, or LN, equipment, was stopped from a speed 
of 82 mi. per hr. Retardation curves 1 and 2 are for the high- 
speed equipment engines alone, and for the cars alone in a 
break-away test, the engine having been cut off at the point 
of brake application in each case. Retardation curve 5 is for 
the train entire, consisting of the two engines and the ten cars. 
For the LN equipment, ^ is the retardation curve for the engine 
alone, 5 the curve for the cars alone, and 6 the curve for the 
entire train. The curves show the difference in holding power 
of the engines and car brakes for both equipments; also, the 



TRIPLE VALVES 

diflerence in holding power of the two types of brakes. The 
engines vach the high-speed equipment, curve 1, passed the 
pomi at which the cars stopped, curve 2, at a speed of about 
53 mi. per hr. and with a wrecking energy of 110,000 ft.-lb. 
per 1,000 lb. of engines. The engines with the LN equipment, 
curve 4f passed the point at which the cars stopped, curve 5, 
at a speed of about 55 mi. per hr., and with a wrecking energy 
of 108,000 ft.-lb. per 1,000 lb. of engines. This shows clearly 




400 eOO /BOO /ffOO BOOO 2400 2800 J3200 JffOO 'WOO 
OisTtr/rce in feet ' ^ " 

Fig. 6 

that the efficiency of the car brakes is much greater than that 
of the locomotive brake, due to the unbraked weight of the 
locomotive and to its relatively low per cent, of braking power. 
The train with the high-speed equipment, curve 3, passed the 
point at which the train with the LN equipment stopped, 
curve 6, at a speed of about 36.5 mi. per hr. and a wrecking 
energy of about 48,000 ft.-lb. per 1,000 lb. of train. i 

The comparative retardation curves for an eight-car train, 
when service applications are made, are shown in Fig. 7» 



TRIPLE VALVES 



243 



The old, or high-speed, equipment train had a brake-pipe 
pressure of 110 lb. and the new, or LN, equipment train, a 
brake-pipe pressure of 90 lb. The old-equipment train was 




P/sfamce/rt/eef- 
Fig. 7 

stopped with two applications as will be seen by the cylinder- 
pressure diagrams; with the new equipment, the brake was 
first applied heavily and graduated off as the end of the stop 
was approached. 

The comparative retardation curves for an eight-car train, 
when emergency applications are made, are shown in Fig. 8. 




/ooo 
Fig. 8 

The brake-pipe pressure was 90 lb. and the total weight of the 
train was 532.5 T. The curves show that when the train 
equipped with the old, or high-speed, equipment passed the 



244 TRIPLE VALVES 

point at which the new-equipment train had stopped, its speed! 
was 32 mi. per hr. and it had a wrecking energy of 35,810,0001 
ft.-lb. It passed the point at which the new-, or LN-, equip-] 
ment train stopped, 7.5 sec. before the new-equipment train j 
reached that point. It was running at over 20 mi. per hr. and I 
had a wrecking energy of over 14,000,000 ft.-lb. at the instant 1 
the new-equipment train stopped. It ran over 100 ft. after j 
the other train stopped. The total work done, in foot-pounds J 
per second, was 3,014.5 with the new brake and 2,442 with the J 
old. The work per brake shoe was 27 ft.-T. per sec. with the J 
new and 21 ft.-T. per sec. with the old. 



CLEANING TRIPLE VALVES 

Triple valves should be inspected and thoroughly cleaned 
at least once every 3 mo. The main piston and attached 
valves should be immersed in kerosene while cleaning the 
other parts. Remove and examine the emergency parts, then 
clean and replace them without oiling, as they are seldom 
used and the oil will only serve to collect dirt. The slide valve 
and main-piston chamber should be cleaned with kerosene and 
a piece of cloth, and care sliould be taken not to leave any 
lint clinging to the parts. All the grooves and ports should 
be thoroughly cleaned by means of a pointed, hardwood stick 
to remove the gum from the grooves. Give the triple-piston 
chamber and slide-valve seat a light coat of oil. Then remove 
the parts from the kerosene, and clean the slide valve and grad- 
uating valve. The main-piston packing ring should be worked 
around until all the dirt is removed from it; it should not be 
removed from the piston unless a new ring is to be applied. 
Care should be taken to wipe all parts perfectly dry before 
lubricating them, because, if any kerosene is left in the triple 
or on any of the parts, it will tend to destroy the lubricating 
qualities of the lubricant. Also, care should be taken not to 
apply too much oil or grease, as practical experience has shown 
this to be one of the chief causes for undesired quick action. 
The face of the slide valve and graduating valve and the main- 
piston packing ring should be lightly lubricated with oil 



TRIPLE VALVES 



245 



provided for that purpose, and these parts put back into place. 
See that the graduating spring and sleeve work properly, and 
that all gaskets are in good condition; a defective gasket 
should be replaced with a new one. Examine and clean the 
by-pass valve and piston of the type L triple valve and replace 
without oiling. If the rubber seat of either the emergency 
valve or the by-pass valve is defective, a new one should be 
substituted. The safety valve of the type L triple valve 
should also be taken apart and cleaned, and reassembled 
without oiling. The safety-valve and brake-pipe strainers 
should be thoroughly cleaned. After the triple valve has been 
cleaned and put together, it should be tested on the triple-valve 
test rack. 

TRIPLE-VALVE EQUIPMENT 

In the accompanying table the approximate light weights for 
cylinder sizes specified are calculated for 50-lb. cylinder pres- 
sure for all types of equipment — plain and quick-action triple 
valves, and ET engine and tender equipments — and for a total 
leverage not to exceed 9 to 1. 



7D 
60 

r 

r 

r 

fO 



6B.22 


















6rs4' 






















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A/eM' 


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errf>^ 




K 














\ 


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/6733>K 


9037.66n 


5 fO /5 20 25 30 35 4 
1 1 Tyme'.,^ Seconds i 1 




O/a 1 -^TSf .ffO/ /2S7 /SSO /790 /947 1 




/^ew 1 -^77 S79 /I99 /4S4- 16/9 \ 




D/sf^7/7ce /WFee/' 




O/a 1 4X9 1 ^23 1 33e 1 293 1 240 1 /57 ^a66-3J9S£C 




/Ue^l ^7/ \ ^fOa \ 3SO 1 2SS \ I6S \5^-4S£d, 



Fig. 1 

Comparative speed-time-retardation curves for an eight-car 
train, when emergency applications are made, are shown in 



246 



TRIPLE VALVES 



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TRIPLE VALVES 



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248 



TRIPLE VALVES 



Fig. 1 ; the brake-pipe pressure was 90 lb. These curves show 
the speed-time and speed-distance relations existing through- 
out the stop. 

A chart showing the progress of air-brake efficiency, as indi- 
cated by the comparative distances in which a train made up 



t/anef Brer/re 
Sfra/ahtAfr 




P/a/nAutomar/c 




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Fig. 2 



sooo ssdo 



of a locomotive and six cars has been stopped from a speed of 
60 mi. per hr. for various types of equipment is given in Fig. 2. 



BRAKE-PIPE VENT VALVE 

The brake-pipe vent valve, here shown, is furnished when 
ordered with either ET or old automatic (schedule FL) tender- 
brake equipments. For a complete installation, a 10"X24" 
reservoir. Piece No. 3,091, is required, and with ET equip- 
ments, a brake-pipe air strainer with a f-in. side opening. The 
weight is 27 lb. This valve is intended for use in place 
of the triple valve on tenders of engines that are to be used in 
double-heading or as helpers in a train. The vent valve 
requires a 10"X24" reservoir. As a vent valve is much less 
sensitive than a quick-action triple valve, this apparatus 
can be used wherever brake-pipe venting is desired, with 



TRIPLE VALVES 




250 TRIPLE VALVES 

entire freedom from undesired quick action. At the same 
time it insures the certainty of obtaining quick action through 
the entire train when desired. The piece number of the brake- 
pipe valve vent, complete, is 15,280. The piece and reference 
numbers of the various parts are given in accompanying list. 



Pc. No. Ref. No. Name of Part 


15,234 


2 


Body, bushed. 


15,235 


3 


Cylinder cap. 


10,030 


4 


Piston ring. 


15,239 


5 


Piston, includes 4. 


15,237 


6 


Cylinder-cap gasket. 


15,246 


7 


Slide-valve spring. 


15,240 


8 


Slide valve. 


15,244 


9 


Check- valve cap. 


15,245 


10 


Check-valve spring. 


15,243 


11 


Check- valve, complete, includes 12 and 13. 


10,417 


12 


Rubber seat for check- valve. 


15,242 


13 


Check-valve guide. 


15,273 


14 


Pipe-bracket gasket. 


19,249 


15 


Pipe bracket, complete, includes 16, 17, 
18, and 19. 


16.288 


16 


Graduating sleeve. 


18,286 


17 


Graduating spring. 


14,357 


18 


Graduating-spring nut. 


15.282 


19 


Stud and nut. 


11.002 


20 


Bolt and nut, | in. X If in. | 



DISTRIBUTING VALVES 

NO. 5 DISTRIBUTING VALVE 

The No. 5 distributing valve is a part of, and is regularly 
supplied with, the No. 5 ET locomotive brake equipment. 
An exterior view of the distributing valve and the reservoir 
is shown in Fig. 1; in Fig. 2 is shown a cross-section through 
the valve. The piece number of the valve, complete, with 
reservoir, is 13,017; without the reservoir, 13,018. The piece 
and reference numbers of the various parts are given in the 
accompanying list. 

Pc. No. Ref. No. Name of Part 

12,809 2 Body, bushed, includes Piece No. 3526. 
14,283 3 Application-valve cover, includes Piece 
No. 1635. 
6,268 4 Cover screw. 



TRIPLE VALVES 



251 




252 



TRIPLE VALVES 




Fig. 2 



Pc.No. Ref.No. Name of Part 

10.918 5 Application valve. 
14,281 6 Application- valve spring. 
10,872 7 Application-cylinder cover. 
10,836 8 Cylinder-cover bolt and nut. 
10,870 9 Cylinder-cover gasket. 

12,271 10 Application piston, includes 1*5. 

10.914 11 Piston follower. 

10,920 12 Packing-leather expander. 

10,913 13 Packing leather. 

10.915 14 Application-piston nut. _ 
12,891 15 Application-piston packing ring. 
10,917 16 Exhaust valve. 

14,281 17 Exhaust-valve spring. 

10.916 18 Application-valve pin. 

10.919 19 Graduating stem. 
1,523 20 Graduating spring. 
9,283 21 Graduating-stem nut. 

10.857 22 Upper cap nut. 

12.348 23 Equalizing-cylinder cap. 

10,836 24 Cylinder-cap bolt and nut. 



TRIPLE VALVES 253 

Pc. No. Ref. No. Name of Part 

10,869 25 Cylinder-cap gasket. 

13,021 26 Equalizing piston, includes 27. 

10,032 27 Equalizing-piston packing ring. 

12,589 28 Graduating valve. . 

12,887 29 Graduating- valve spring. 

12,588 31 Equalizing slide valve. 

17,237 32 Equalizing slide-valve spring. 

12,586 33 Lower cap nut. 

10,526 34 E-1 safety valve, complete. 

10,397 35 Double-chamber reservoir, complete, in-. 

eludes two of 37 and four of 36. 

12,274 36 Reservoir stud and nut. 

10,076 37 Reservoir drain plug. 

3,526 Distributing-valve drain plug. 

10,884 39 Application-valve cover gasket. 

12,270 40 Application-piston cotter. 

9,696 41 Distributing- valve gasket. 

1,635 Pipe plug. 

« 

NO. 6 DISTRIBUTING VALVE 

The No. 6 distributing valve with plain cylinder cap is a 
part of, and is regularly supplied with, No. 6 ET locomotive 
brake equipments. The quick-action cylinder cap is supplied 
only when specially ordered; its weight, complete, with plain cap 
and reservoir, is 165 lb.; with quick-action cap and reservoir. 
170 lb. The piece number of a No. 6 distributing valve, with 
plain cylinder cap, E-6 safety valve, and reservoir, complete, is 
16,945; with quick-action cylinder cap, E-6 safety valve, and 
reservoir, complete, 16,946; with plain cylinder cap and E-6 
safety valve, complete, without reservoir, 16,937; with quick- 
action cylinder cap and E-6 safety valve, complete, without 
reservoir, 16,938. The piece and reference numbers of the 
various parts are given in the accompanying list. In Fig. 3 is 
shown the arrangement of the valve and reservoir; in Fig. 4 is 
shown a cross-section through the valve; and in Fig. 5 is shown 
a section through the union stud, union nut, and union swivel. 

Pc. No. Ref. No. Name of Part 

19,338 2 Body, bushed. 

Application-valve cover, includes 42- 
Cover screw. 
Application valve. 
Application-valve spring. 
Application-cylinder cover. 
Bolt and nut. 



16,521 


3 


6,268 


4 


16.940 


5 


14,281 


6 


10,872 


7 


10,836 


8 



254 



TRIPLE VALVES 




TRIPLE VALVES 



255 




Pc.No.Ref. 


10,870 


9 


16,939 


10 


43,605 


11 


10,920 


12 


10,913 


13 


10,915 


14 


12,891 


15 


16,479 


16 


14,281 


17 


16,482 


18 


10,919 


19 


1,523 


20 


9,283 


21 


16.481 


22 


18,650 




18,649 


23 


10.836 


24 



7o. Name of Part 

Cylinder-cover gasket. 
Application piston, includes 15. 
Piston follower. 
Packing expander. 
Packing leather. 
Application-piston nut. 
Application-piston ring. 
Exhaust valve. 
Exhaust -valve spring. 
Application-valve pin. 
Application graduating stem. 
Application graduating spring. 
Application graduating stem nut. 
Upper cap nut. 
Plain cylinder cap, complete, includes 23, 

44, 45, and 46. 
Plain cylinder cap. 
Bolt and nut. 



256 



TRIPLE VALVES 



16,512 26 



10,032 


27 


12,589 


28 


12,887 


29 


18,601 


31 


9,721 


32 


18,602 


33 


15,890 


34 


16,941 


35 


12,274 


36 


10,076 


37 


16,520 


39 


12,270 


40 


68,013 


41 


6,753 


42 


16,214 


43 


13,251 


44 


14,357 


45 


1,811 


46 


1,635 




18,365 




18,364 


202 


15,292 


203 


18,363 


204 




Fig. 5 



Pc. No. Ref. No, Name of Part 

16,491 25 Cylinder-cap gasket. 

Equalizing piston, includes 
27. 

Equalizing-piston ring. 

Graduating valve. 

Graduating-valve spring. 

Equalizing valve. 

Equalizing-valve spring. 

Lower cap nut. 

E-6 safety valve, com- 
plete. 

Double-chamber reservoir, complete, in 
eludes two of 37 and four of 36. 

Reservoir stud and nut. 

Reservoir drain plug. 

Application- valve-cover gasket. 

Application- piston cotter. 

Distributing -valve gasket. 

Oil plug. 

Strainer. 

Graduating sleeve. 

Cap nut for plain cylinder cap. 

Graduating spring for equalizing piston. 

i-in. pipe plug. 

Distrib uting-valve union connection, corri- 
plete, includes 202, 203, and 204. 

Union stud. 

Union nut. 

Union swivel. 

No. 6 Distributing-Valve Quick-Action Cylinder Cap. — The 

quick-action cylinder cap, shown in Fig. 6, is used with the 
No. 6 distributing valve for engines that are to be used in 
double-heading service, or as helpers in a train, and is fur- 
nished only when specially ordered. It weighs 12 lb. The 
piece number of the cylinder cap, complete, is 16,528. 



Pc. No. 


Ref. No. Name of Part 


16,936 


47 


Cylinder cap, bushed. 


16,526 


48 


Emergency valve. 


15,244 


49 


Check- valve cap nut. 


16,527 


50 


Valve stem. 


15,242 


51 


Check-valve guide. 


10,417 


52 


Rubber seat for check-valve. 


15,243 


53 


Check- valve, complete, includes 51 and 52, 


26,179 


54 


Check- valve spring. 


1,811 


55 


Graduating spring. 


16,524 


56 


Cap nut. 


16,529 


57 


Emergency-valve spring. 


17,605 


58 


Stop plug. 



TRIPLE VALVES 



257 



Union T. — The union T, shown in Fig. 7, is used in the appli- 
cation cylinder pipe that connects the distributing valve with 

the automatic and inde- 
pendent brake valves. The 
piece number of a |-in. O. 
D. copper-pipe union T, 
complete, which includes 
203, 204, and 205, is 18.366; 




204 



I OD. Copper F/pe 




Fig. 6 



^OO Copper F/pe ' 
Fig. 7 



the piece and reference numbers of the various parts are: 
Fc. No. Ref. No. Name of Part 
15,292 203 Union nut. 
18,363 204 Union swivel. 
18,362 205 Union T. 

Spring Identification of No. 6 
Distributing Valve 



Pc. 

No. 


Out. 
Dia. 
A, In. 


Dia. 
Wire 
B,In. 


Free 
Height 
C,In. 


No. 
Coils 


Material 


Name of 
Spring 


1.523 


If 


.08 


21 


13^ 


Nickeled 
Steel 


Application- 
Graduating 


1,811 


H 


.083 


2^ 


12 


Phosphor- 
Bronze 


Equalizing- 
Graduating 


26,179 


H 


.091 


IH 


8^ 


Phosphor- 
Bronze 


Quick-action 
Cylinder -Cap 
Check- Valve 


24.113 


a 


.106 

1 


2H 


151 


Nickeled 
Steel 


Safety-Valve 



258 NO. 6 ET LOCOMOTIVE BRAKE 



NO. 6 ET LOCOMOTIVE BRAKE 



DEVELOPMENT OF ET BRAKE 

When the straight-air brake was first put into service, 
the locomotive was not fitted with brakes lest the drivers 
might slide and flatten. However, the desire for maximum 
braking power for the train soon led to the use of a tender 
brake and, later, to a brake on the drivers. After the auto- 
matic brake superseded the straight-air brake, a truck brake 
was added, thus completing the locomotive equipment. The 
next step was to equip the locomotive with a straight-air brake 
in combination with the regular automatic air brake, thus pro- 
viding the engineer with independent control of the locomotive 
brake, which greatly increased the flexibility and efficiency of 
the brake system as a whole. 

Although the combined straight-air and automatic brake 
greatly increased the flexibility of control of the engine brake, 
especially in switching and in handling slack in freight service, 
it increased considerably the number of pieces that went to 
make up a complete locomotive brake equipment. Then the 
duplex main-reservoir regulation, the double-pressure control, 
and the high-speed brake equipment added more apparatus 
to the equipment, making it still more cumbersome. In fact, 
from the very adoption of the automatic brake, all improve- 
ments were made by adding apparatus to the equipment 
existing at the time; consequently, as the improvements pro- 
gressed, the equipment became more and more complicated. 

With the increase in speed and weight of trains, the con- 
ditions of train service necessitated still further improve- 
ments in the brake system. It was apparent that to meet 
the requirements by the addition of the necessary apparatus 
to the brake system then in general use would make the 
system too cumbersome. This naturally led to the design 
of a locomotive brake equipment that would include in one 
apparatus all the desirable features of the existing brake 
system and eliminate many of the undesirable features, 



NO. 6 ET LOCOMOTIVE BRAKE 259 

besides providing new features necessary to meet the require- 
ments of prevailing conditions of road service. This new 
brake system is known as the ET locomotive-brake equip- 
ment, the letters ET being an abbreviation for engine and 
tender. 

The ET locomotive brake equipment is adapted for all 
classes of engines and for all kinds of service, the only differ- 
ence in the equipment for locomotives of different size or for 
different service being in the size of the brake cylinders used. 
It was introduced in 1905, and was known as the No. 5 ET 
equipment. The No. 6 -ET equipment is an improvement 
on the No. 5 ET equipment, as it accomplishes in a simpler 
manner all that the No. 5 ET equipment does, besides intro- 
ducing other features that experience with the No. 5 ET equip- 
ment has suggested. 

The ET brake equipment differs materially from the older 
form of locomotive brake equipment. It consists of less appa- 
ratus, as many of the valves are replaced by others of different 
construction, and the method of its operation is somewhat 
different. The same air pump, main reservoirs, duplex gauge, 
and brake cylinders, together with their apparatus for carrying 
the power to the brake shoes, are left in service, but the older 
forms of automatic brake vajve, slide-valve, feed-valve, and 
duplex governor are replaced by new ones; also, the independ- 
ent brake valve takes the place of the older form of straight- 
air brake valve. 

The distributing valve replaces the triple valves, auxiliary 
reservoirs, and high-speed reducing valves formerly used on 
the engine and tender, and a new form of slide-valve feed-valve 
fitted w4th the regulating device adapted for a quick change 
of pressures takes the place of the reversing cock and duplex 
feed-valve. The reducing valve for the independent brake- 
valve also acts as a reducing valve for the air-signal system so 
that the style of reducing valve formerly used with the signal 
system is dispensed with. The double check- valves used with 
the combined automatic and straight-air brake are also dis- 
pensed with in the ET equipment. 

This new type of locomotive brake equipment can be 
applied to any locomotive, whether used in high-speed or 



260 NO. GET LOCOMOTIVE BRAKE 



i 



ordinary passenger service, double-pressure-control service, 
freight service, or any kind of switching service. It has all 
the advantages of the older types of brake equipment and 
many other i«mportant advantages found by practical experi- 
ence to be necessary in modern locomotive brake service. 

The locomotive brakes can be applied with a graduated, 
a full-service, or an emergency application. They can be 
applied and released in conjunction with the brakes on the 
cars or independently of them, and they can be released either 
wholly or partly at the will of the engineer. Also, it is 
possible to release the train brakes and hold the locomotive 
brakes applied full force. When double-heading, the brake on 
either locomotive can be applied or released by the engineer 
on that engine without affecting any other brake. This is a 
valuable feature, because it permits the engine brake to be 
released in case the drivers slide and applied again as soon 
as the wheels begin to turn. 

The supply of air for the locomotive brake cylinders is 
taken direct from the main reservoir, and the distributing 
valve is designed so as to supply automatically brake-cylinder 
leakage, from the main reservoir, thus preventing the loco- 
motive brakes from leaking off as they do when the brake- 
cylinder supply is taken from the auxiliary reservoir. 

Neither the length of the brake-piston travel nor the brake- 
cylinder leakage affects the brake-cylinder pressure, and so 
long as the brake piston does not strike the non-pressure head 
of the cylinder or the brake rigging does not catch something 
that will prevent the power exerted on the piston from being 
transmitted to the brake shoes, the engine and tender brakes 
will be applied with the same pressure. If the brake is 
applied with the independent brake valve in order to prevent 
the engine from moving after being stopped, it will not leak 
off; and when standing on a down grade the locomotive brake 
can be applied independently to hold the train while the 
auxiliaries on the cars are being recharged. 



NO. 6 ET LOCOMOTIVE BRAKE 2.1 

PIPING ARRANGEMENT AND EQUIPMENT 

The general arrangement of the various valves, pipes and 
pipe connections of the No. 6 ET equipment as applied to the 
locomotive is shown in the accompanying piping diagram. 

The discharge pipe conveys the compressed air from the 
air pump to the first main reservoir. 

The reservoir connecting pipe connects the two main reser- 
voirs. 

The main-reservoir pipe leads from the second main reser- 
voir and serves as a supply pipe to deliver full main-reservoir 
pressure to the automatic brake valve, the distributing valve, 
the B-6 feed- valve, the C-6 reducing valve, the maximum- 
pressure governor, and the red hand of the large air gauge. 

The main-reservoir cut-out cock is placed in the main-reser- 
voir pipe so that main-reservoir air can be shut off from 
the brake system when it is necessary to remove any of the 
apparatus while the brake system is charged. It contains 
a small bleed hole that allows the air to escape from the piping 
to the atmosphere when the cock is closed. 

The governor pipe H is connected to the main-reservoir 
side of the main-reservoir cut-out cock and leads to the maxi- 
mum-pressure head of the duplex governor, so that this head 
of the governor is always subjected to main-reservoir pressure 
regardless of whether the cock is opened or closed. 

The distributing-valve supply pipe E conveys main-reservoir 
air from the main-reservoir pipe to the distributing valve for 
use in the locomotive brake cylinders. 

The distributing-valve cut-out cock in pipe E is for the purpose 
of cutting off the supply of main-reservoir air from the dis- 
tributing valve when necessary. 

The pipe N leads from the main-reservoir pipe to the red 
hand of the large air gauge, which registers main-reservoir 
pressure. 

The brake pipe connects with the train brake pipe, so that 
it is in direct communication with all triple valves on the cars 
in the train. It connects with the automatic brake valve 
through the pipe 0, and with the distributing valve through 
the pipe F. 



262 



NO. 6 ET LOCOMOTIVE BRAKE 




NO. 6 ET LOCOMOTIVE BRAKE 263 

The double-heading cock (in the brake pipe just under the 
brake valve) is for the purpose of cutting out the automatic 
brake valve from the brake pipe on the following locomotive 
of a double-header. It is closed when its handle is parallel 
with, and open when its handle is at right angles to, the pipe. 

The by-pass for charging dead engine consists of a pipe 
leading from the brake pipe to the main-reservoir pipe, 
together with a cut-out cock, a strainer, and a non-return 
check-valve. The purpose of this arrangement is to provide 
a means of supplying air for the distributing valve and brake 
cylinders of a dead engine (or one with a disabled air pump) 
from the supply in the brake pipe that is furnished by the 
other engine. When necessary' to use the by-pass arrange- 
ment, the double-heading cock in the brake pipe must be 
closed and the cut-out cock in the by-pass pipe opened. 
When the by-pass arrangement is not in use, the cut-out cock 
in the by-pass pipe must be closed. 

The brake-cylinder pipe leads from the distributing valve 
to the driver and tender brake cylinders; also it connects 
with the engine-truck brake cylinder when the engine is 
provided with a truck brake. 

The driver, tender, and truck-brake cut-out cocks are for the 
purpose of cutting out their respective brakes in case the 
brake becomes disabled. 

The choke fittings in the tender and truck brake-cyHnder 
pipe have a restricted opening that will allow air to pass to 
and from the engine-track and tender-brake cylinders fast 
enough to operate their brakes properly; but if the hose con- 
nections to these cylinders should burst or become uncoupled, 
the choke fitting will restrict the flow of air so that the dis- 
tributing valve can hold the pressure up to the standard in 
the other brake cylinders; hence, the bursting of a tender- or 
truck-brake hose will not disable all the locomotive brakes 
during the stop. 

The B-6 feed-valve reduces the main-reservoir pressure to 
the standard desired for use in the train brake pipe. 

The C-6 reducing valve reduces the main-resen.'oir pressure 
to 45 lb. for use in the independent brake valve and in the 
air-signal system. 



264 NO. 6 ET LOCOMOTIVE BRAKE 

Tht; feed-valve pipe leads from the B-6 feed-valve to the 
pipe bracket of the automatic brake valve and conveys air 
at feed-valve pressure to the automatic brake valve. 

The excess-pressure governor pipe leads from the feed-valve 
pipe to the chamber above the diaphragm in the excess- 
pressure head of the duplex governor. 

The reducing-valve pipe conveys air at a pressure of 45 lb. 
from the C-6 reducing valve to the independent brake valve 
and the air-signal pipe. A branch pipe leads from the reduc- 
ing-valve pipe to the combined strainer and check-valve 
through which air passes to the signal pipe. 

The gauge pipe L conveys air from the brake-cylinder pipe 
to the red hand of the small duplex gauge, which thus registers 
the pressure in the locomotive brake cylinders. 

The governor pipe K leads from the pipe bracket of the auto- 
matic brake valve to the chamber below the diaphragm in 
the excess-pressure head of the duplex governor. It supplies 
air at main-reservoir pressure to this chamber when the auto- 
matic brake valve is in release, running, or holding position. 

The gauge pipe U is connected to the brake pipe below 
the double-heading cock and leads to the black hand of the 
small duplex gauge. The black hand of this gauge therefore 
registers brake-pipe pressure at all times, whether the double- 
heading cock is open or closed. 

The equalizing-reservoir pipe connects chamber D of the 
automatic brake valve to the equalizing reservoir. 

The gauge pipe M leads from the equalizing-reservoir con- 
nection of the brake valve to the black hand of the large 
duplex gauge. The black hand of this gauge therefore registers 
equalizing-reservoir pressure at all times. 

The application-cylinder pipe connects the automatic and 
independent brake valves with the application cylinder of the 
distributing valve. 

The distributing-valve release pipe leads from the application- 
cylinder exhaust of the distributing valve to the independent 
brake valve. 

The release pipe extends from the automatic brake valve 
to the independent brake valve and connects the automatic 
brake valve with the application-cylinder exhaust port of the 



jl 



NO. 6 ET LOCOMOTIVE BRAKE 



265 



distributing-valve through the independent brake valve and 
the distributing- valve release pipe when the independent brake 
valve is in running position. 

The automatic brake valve is for the purpose of operating the 
locomotive and train brakes. 

The independent brake valve is for the purpose of operating 
the locomotive brakes only. 

The distributing valve controls the flow of air to and from 
the locomotive brake cylinders. It is the most important 
feature of the ET equipment and takes the place of the engine 
and tender triple valves, their auxiliary reservoirs, and the high- 
speed reducing valves used with the former type of locomo- 
tive brake. 



DESCRIPTION AND OPERATION 

DESCRIPTION OF VALVE 

The No. 6 distributing valve with its double-chamber 
reservoir is the most essential part of the ET equipment. 
This valve operates the locomotive brakes only. It takes 




Fig. 1 



the place and performs all the functions of the triple valves, 
auxiliary reservoirs, double check- valves, and high-speed 
reducing valves used with the former types of locomotive 



266 



NO. 6 ET LOCOMOTIVE BRAKE 



brake. Fig. 1 shows the dividing line between the distribu- 
ting valve and its double-chamber reservoir. The distributing 
valve (the piece to the left) is directly connected"tj the double- 
chamber reservoir, and all the pipe connections, of which theie 
are five, are made to the reservoir so that the distiibuting 
valve can be separated from its double-chamber reservoir 
without disturbing any of the pipe connections. 

Fig. 2 is a side view of the double-chamber reservoir sec- 
tioned in such a manner as to show the partition between 
the pressure chamber and the application chamber, as well as 
the relative sizes of these chambers. This view also shows the 




Fig. 2 

ports MR, BP, and o, and the core and drain plugs. The 
pressure chamber represents an auxiliary reservoir, and the 
application chamber, combined with the application cylinder 
of the distributing valve, represents a brake cylinder. These 
chambers have the relative proportions to each other of an 
auxiliary reservoir and its proper brake cylinder with 8 in. 
of piston travel; thus, when the pressure chamber is charged 
with air at 70 lb. per sq. in., the same as that in the brake 
pipe and auxiliaries on th-e train, the volume of air therein 
will equalize in both chambers at 50 lb., and in that propor- 
tion at every other auxiliary-reservoir pressure. The volume 



NO. 6 ET LOCOMOTIVE BRAKE 



267 



of the application cylinder of the distributing valve is included 
in the volume of the application chamber at all times except 
when the equalizing slide valve is in emergency position, at 
which time the equaUzing valve closes communication between 




Fig. 3 



the application cylinder and the application chamber. The 
volume of the equalizing-valve chamber in the distributing 
valve is included in the volume of the pressure chamber in all 
positions of the distributing valve. 



268 



NO. 6 ET LOCOMOTIVE BRAKE 



In Fig. 3 is shown a view of the distributing valve with 
the valve body sectioned vertically; all the movable parts 
of the valve are shown in place. 

Fig. 4 shows two views of the equalizing valve 31; Fig. 5, a 
view of the valve seat; and Fig. 6, a view of the graduating 

valve. As shown in Fig. 4, 
port z extends through the 
equalizing valve, and k, n, 
and q are cavities in the 
face of the valve. Port r 
extends through the valve, 
and port x leads from port r 
into the cavity q. Port 5 
extends through the valve 
into a groove in the valve 
face, which is in two widths. 
In the valve seat. Fig. 5, 
port / leads to the safety 
valve; the ports h combine 
Fig. 4 and connect with the appli- 

cation cylinder and with the application-cylinder pipe connec- 
tion 2; port i leads to the distributing- valve release-pipe con- 
nection 4', and port w leads direct to the application chamber. 

In Fig. 7 are shown 

^^^^ the exhaust - valve 
seat, with the ex- 
haust ports d and e 
that lead to the 
brake - cylinder ex- 




lO 0* 



0^ 



a^^i 



Fig. 5 



Fig. 6 



haust port of the distributing valve; the exhaust valve 16 and 
spring 17, the side of the valve being broken away to show the 
port /that extends through the valve; the face of the application 
valve 5, showing its port a and the opening into which the pin IS 



NO. 6 ET LOCOMOTIVE BRAKE 



269 



fits ; and a view of the application-valve pin 18. This pin is made 
of steel and fits snugly in the opening 18 in the appHcation-pis- 
ton stem. It extends upwards into the large round opening in 
the face of the appHcation valve 5, and its function is to trans- 
mit the motion of the application piston ^0 to the applicatioa 



mmmmmm mmm 




Fig. 7 

valve 5. It is grooved to receive the pin ah in the application 
piston and a similar pin in the opening in the appUcation valve -5, 
so that the application valve cannot be put in wrong end to. 
Also, a view of the application piston iO is shown. This piston 
controls the movement of the appUcation valve 5 and the 
exhaust valve 16. It ii moved back and forth by creating 



270 NO. 6 ET LOCOMOTIVE BRAKE 



1 



a difference of pressure on its two faces. In this view the 
stem is broken away so as to show the rivets a that secure 
the exhaust-valve yoke 1 to the stem and the pin ab that fits 
in the groove in the application- valve pin 18. The guide, or 
solid piston, 4-7 around the stem just back of piston 10 fills 
the cylinder between the application-piston cylinder and the 
exhaust-valve bushing, so that it is nearly air-tight. This 
acts as a dashpot to make piston 10 move back and forth 
gradually and thus steadies the movement of the valves 5 
and 16. The other figures show the application graduating 
stem 19 and spring W, and the application graduating-stem 
nut 21. 

DUTY OF PARTS 

The duty of the equalizing piston 26 is to control the move- 
ment of the equalizing valve 31 and the graduating valve 28, 
as well as to open and close the feed-groove v. It is caused 
to move by creating a difference of pressure on its two faces, 
the greater pressure moving it toward the lesser pressure. 
The equalizing valve 31 opens and closes communication 
between the pressure chamber, the application cylinder, and 
the application chamber, and between the application cylinder, 
the application chamber, and the distributing- valve exhaust. 
The equalizing valve is made shorter than the distance between 
the shoulders on the equalizing-piston stem, so that, when it 
is in service position, the piston can move the graduating valve 
far enough to open and close port z without moving the equali- 
zing valve. The graduating valve 28 opens and closes port s 
in the equalizing valve 31, and thus graduates the flow of air 
from the pressure chamber into the application cylinder when 
a graduated-service application is made with the automatic 
brake valve. The graduating valve also opens communica- 
tion between the application cylinder and the safety valve 
through ports r and 5 in the equalizing valve when in service 
position, and closes this communication when in service-lap 
position. 

The application piston 10 controls the movement of the 
application valve o and the exhaust valve 16. It is caused 
move by increasing or decreasing the pressure in the application 



1 



NO. SET LOCOMOTIVE BRAKE 271 

cylinder g above or below that in the exhaust-valve cham- 
ber. The application valve 5 controls or graduates the flow 
of main-reservoir air from chamber a to the exhaust-valve 
chamber and the locomotive brake cylinders when the brakes 
are being applied by either the automatic or independent 
brake valves. The exhaust valve 16 opens and closes the 
brake-cylinder exhaust ports e and d. It is made shorter than 
the distance between the shoulders on the application-piston 
stem, so that when the exhaust valve is in lap position, piston 10 
can move valve 5 far enough to open and close port b without 
disturbing the exhaust valve. The application-piston guide 4'^ 
is made nearly an air-tight fit in its bushing, so that in addition 
to acting as a guide for piston 10, it acts as a dashpot that 
assists in steadying the movement of the application piston 
and its slide valves 5 and 16. 

The application graduating stem 9 and spring 20 act as a 
cushion for piston 10 when it is moved to application position. 
They also assist the pressure in the exhaust-valve chamber in 
moving the application piston 10 back to lap position when 
the pressure in this chamber and that in the application 
cylinder are nearly equalized. The graduating stem 19 and 
its spring 20 are held in the stem of piston 10 hy the nut 21. 
The stem 19 touches the cap nut 22 just as the piston 10 
starts from lap to application position; thus, as piston 10 moves 
to application position, the spring 20 is compressed, and when 
the pressure in the exhaust -valve chamber becomes a trifle 
greater than that in the application cylinder, spring 20 will 
assist in moving piston 10 back to lap position. 

The equalizing-piston graduating sleeve 44 and spring 4^ 
perform the same functions as the graduating stem and spring 
in a triple valve. They assist in preventing the equalizing 
piston from moving past service position during a service appli- 
cation on a short train, and also aid in starting the equalizing 
piston from emergency position. 

The application piston 10 is provided with a packing 
leather 13 and a packing-leather expander 12, as well as with 
a brass packing ring 15. These prevent air from leaking 
from the application cylinder s into the exhaust-valve chamber 
during an appHcation of the brakes. 



272 NO. 6 ET LOCOMOTIVE BRAKE 

The function of the application-valve pin 18 is to move 
the application valve 5 when piston 10 moves. The pin fits 
snugly in the stem of piston 10 and in valve 5\ thus, piston 10 
cannot move without moving valve 5. Whenever it becomes 
necessary to remove piston 10 from its cylinder, the applica- 
tion valve 6 and pin 18 must first be taken out. 

The upper, or application, piston of the distributing valve 
controls the movement of the supply and exhaust valves that 
control the brake-cylinder air supply during an application 
of the locomotive brakes and exhaust brake-cylinder air to 
the atmosphere during a release of the brakes. The lower, or 
equalizing, piston controls the movement of the equalizing and 
graduating valves. The equalizing piston, equalizing valve, 
and graduating valve operate the same as the triple piston, 
slide valve, and graduating valve of a triple valve. They con- 
trol the flow of air from the pressure chamber into the applica- 
tion cylinder and the application chamber during an automatic 
application of the brakes, and from the application cylinder 
and the application chamber to the distributing-valve exhaust 
when the brake is to be released by the automatic brake 
valve. The equalizing piston is operated by variations in 
brake-pipe pressure, and the application piston is operated 
by changes of pressure in the application cylinder or in the 
exhaust-valve chamber. With the ordinary automatic brake, 
the pressure in the brake cylinder depends on the amount of 
air the tiiple valve passes from the auxiliary reservoir into the 
brake cylinder; but with the ET equipment, the supply of air 
for the locomotive brake cylinders comes from the main reser- 
voir, and the pressure in the brake cylinders is determined 
by the pressure in the application cylinder of the distributing 
valve. With an automatic application, the pressure in the 
application cylinder depends on how much air the equalizing 
piston and its slide valves pass from the pressure chamber 
into the application cylinder. 

In another method of varying the pressure in the appli- 
cation cylinder to apply and release the locomotive brakes, 
no movement of the equalizing piston and its valves is required. 
This operation is performed by means of the independent 
brake valve. This brake valve can be operated to pass air 



I 



NO. 6 ET LOCOMOTIVE BRAKE 273 

from the reducing- valve pipe direct into the appUcation cylinder 
or to discharge air from the application cyHnder to the atmos- 
phere. This operates the application piston independently of 
the variation in brake-pipe pressure and applies or releases 
the locomotive brakes. Inasmuch as the supply of air for the 
brake cylinders is taken from the main reservoir direct and the 
•operation of the application piston depends on the pressure 
in the application cylinder, as long as the pressure in the appli- 
cation cylinder is maintained, the same pressure will be main- 
tained in the brake cylinders, regardless of brake-cylinder 
leakage or variations in brake-piston travel. 

AUTOMATIC OPERATION OF DISTRIBUTING 
VALVE 

A conventional view of the distributing valve and its double- 
chamber reservoir is shown in the accompanying illustration. 
As the parts, ports, and cavities in the distributing valve are 
located so that they cannot be shown in a true sectional view, 
this conventional view has been prepared to help in the study 
of the operation of the valve. It shows the pressure and 
application chambers of the double-chamber reservoir as a 
part of the distributing valve and of a different shape from the 
original, being smaller in proportion to the size of the valve, 
but with the same relative proportion to each other. However, 
it must be borne in mind that conventional views are given 
in order to simplify the tracing of the air through the various 
ports, as well as to help explain the operation of the valve, 
rather than to show its actual construction and the proper 
location of the various ports. 

Automatic Charging Position. — ^When the distributing valve 
is charging, air from the main reservoir enters at Mi?, and passes 
into the application- valve chamber a. This supply of main- 
reservoir air is always present around the application valve 5, 
unless the main-reservoir cut-out cock or the distributing- 
valve cut-out cock is closed. 

When air is first admitted to the brake pipe, it enters the 
distributing valve at the brake-pipe connection and passes into 
chamber p. If the equalizing piston is not already in release 
position, the air entering chamber p will force it to release 



274 



NO. 6 ET LOCOMOTIVE BRAKE 



position ; then all parts will assume the positions shown. The 
feed-groove v is opened by the piston 26^ and air from chamber p 
will pass through it into the equalizing-valve chamber, thence 
through port o to the pressure chamber, until full brake-pipe 



Ub Bra/(e P/fi4 




pressure is obtained in this chamber. The feed-groove v is 
made of such a size that it will charge the pressure chamber at 
the same rate as the feed-groove in a triple valve will charge 
its auxiliary reservoir. 



NO. 6 ET LOCOMOTIVE BRAKE 275 

Automatic Service Position. — When making an automatic 
service application of the brakes, brake-pipe pressure is 
reduced. This reduces the pressure in chamber p of the 
distributing valve, and as the feed -groove is very small, the 
pressure in chamber p can reduce faster than the air can pass 
back through the feed-groove v. The greater pressure in the 
equalizing-valve chamber will then move the equalizing pis- 
ton 26 to the right. This movement cuts off communication 
between the equalizing- valve chamber and chamber p, by 
closing the feed-groove v. The graduating valve 28, which 
fits snugly between the shoulders on the piston stem, is also 
moved on the back of the equalizing valve so as to uncover 
the upper end of port z in the equalizing valve, and cavity i in 
the graduating valve 28 connects the ports r and s in the 
top of the equalizing valve. By this time, the shoulder on the 
end of the piston stem has engaged the equalizing valve, and a 
further movement of piston 26 carries the equalizing valve with 
it and all these parts will assume service position. When the 
valves are in this position, cavity k in the face of the equalizing 
valve is moved from over ports h and w, so that these ports are 
no longer connected with the exhaust port i. Cavity n in the 
face of the equalizing valve connects ports h and w in the valve 
seat, thus opening communication between the application cyl- 
inder and the application chamber; also, port r is moved 
over port h, and port 5 over port I. As ports r and 5 are con- 
nected through cavity t in the graduating valve 28, this opens 
communication between the application cylinder, the applica- 
tion chamber, and the safety valve. Port z in the equalizing 
valve registers with port h in the valve seat. This allows air 
from the equalizing- valve chamber and the pressure chamber 
to flow through ports z and h into passage h, thence to the 
application cylinder, and also through port h, cavity n, and 
port w into the application chamber. The equalizing piston 
stands against the graduating sleeve, but does not compress 
the graduating spring, because of its resistance and the fact 
that the slightly greater pressure in the equalizing- valve cham- 
ber is gradually reduced by the air passing through port z. If 
the pressure in the equalizing- valve chamber should be greatly 
in excess of the pressure in chamber p, the graduating spring 



276 ^0. 6 ET LOCOMOTIVE BRAKE 

would be compressed and the parts would assume emergency- 
position. 

Air passing from the pressure chamber into the application 
cylinder builds up a pressure on the left side of the application 
piston 10, which forces this piston to the right. This movement 
of piston 10 also moves the application valve S and exhaust 
valve 16 over to the right. The graduating stem 19 strikes the 
cap nut, and the graduating spring 20 is compressed. When 
the exhaust valve 16 moves to the right, it first closes the 
exhaust ports e and d, and thus cuts off the brake cylinders from 
the exhaust port Ex and the atmosphere. Application valve 5 
then connects chamber a with port b, and thus allows main-reser- 
voir air to flow from chamber a through port b into the exhaust- 
valve chamber, thence through port c to the brake cylinders. 

If the reduction in the brake-pipe pressure is not great enough 
to equalize the pressures in the application cylinder, the applica- 
tion chamber, and the pressure chamber, air from the equalizing- 
valve chamber will continue to flow through ports z and h until 
the pressure on the pressure-chamber side of the equalizing 
piston £6 is a trifle less than that remaining in chamber p and 
the brake pipe. The greater pressure in chamber p will then 
move the equalizing piston 26 and graduating valve 28 to the 
left, until the graduating valve closes the upper end of port z, 
stopping the flow of air from the pressure chamber to the 
application chamber and the application cylinder, thus pre- 
venting any further increase in application-cylinder pressure. 
The graduating valve has also closed the top end of port 5 and 
cut off communication between the application cylinder and 
the safety valve, so that if the safety valve leaks, the leak cannot 
reduce the pressure in the application cylinder. 

Air from chamber a will continue to flow to the exhaust-valve 
chamber and out through port c to the brake cylinders until the 
pressure in the exhaust-valve chamber slightly exceeds that 
in the application cylinder, when the greater pressure in the 
exhaust-valve chamber, assisted by the graduating spring 20 
and stem 19, will move piston 10 to the left far enough to close 
port b and stop the flow of air from chamber a to the exhaust- 
valve chamber. This position, is called automatic service lap 
position. 



NO. 6 ET LOCOMOTIVE BRAKE 277 

Automatic Release Position. — To release the locomotive 
brakes through the automatic brake valve, both the H-6 and 
S-6 brake valves must be in running position. When the auto- 
matic brake valve is placed in release position, air from the 
main reservoir passing into the brake pipe increases the brake- 
pipe pressure, which causes the triple valves on the cars to 
move to release position and release the train brakes. At the 
same time, the increase of brake-pipe pressure also increases the 
pressure in chamber p of the distributing valve above that 
in the equaH zing- valve chamber, which forces the equalizing 
piston 26 to the left, carrying with it to release position the 
equalizing valve 31 and the graduating valve 28. When in 
this position, the equalizing piston 26 opens the feed-groove v, 
which allows air from chamber p to flow past piston 26 to the 
equaHzing-valve chamber, and out through port and passage 
into the pressure chamber, until the pressure equalizes on both 
sides of the equalizing piston 26. The graduating valve 28 has 
the top end of port z blanked, and communication between 
ports r and 5 is cut off. Cavity k in the equalizing valve con- 
nects ports h and w with the exhaust port i that leads to 
the distributing- valve release pipe, but as the automatic brake 
valve is in release position, its rotary valve closes the opening 
from the release pipe to the atmosphere and prevents the 
distributing valve from releasing the locomotive brakes. In 
order to connect the distributing-valve release pipe with the 
atmosphere and thus release the locomotive brakes with the 
automatic brake valve, the automatic brake valve must be 
moved to running position. This allows the air from the 
at)plication cylinder and chamber to escape to the atmosphere 
through ports h and w, cavity k, and port i into the distributing- 
valve release pipe, thence through the S-6 brake valve into the 
release pipe and out to the atmosphere through the automatic 
brake valve. As the air in the application cylinder reduces, 
the greater pressure in the exhaust-valve chamber moves piston 
10 to the left, carrying with it the application valve 5 and the 
exhaust valve 16. This movement of the application valve 
does not affect port b, but the exhaust valve i^ connects the 
brake cylinders with the atmosphere and brake-cyUnder pres- 
sure exhausts through ports d and e, thus releasing the brake. 



278 NO. 6 ET LOCOMOTIVE BRAKE 

To graduate the release of the locomotive brakes, through 
the automatic brake valve, the handle should be left in running 
position just long enough to reduce the application-cylinder 
pressure the desired amount, after which it should be moved to 
lap, holding, or release position. As the pressure in the applica- 
tion cylinder g reduces, the greater pressure in the exhaust- 
valve chamber will move piston 10 and valves 5 and 16 to the 
left and the exhaust valve 16 will allow brake-cylinder air to 
escape through ports d and e until the pressure in the exhaust - 
valve chamber is slightly less than that remaining in the appli- 
cation cylinder, when the greater pressure in the application 
cylinder will move piston 10 and valve 16 to the right and stop 
the flow of brake-cylinder air to the atmosphere. The equal- 
izing valve being in release position, the application chamber 
and the application cylinder are connected to the safety valve 
through ports h, s, and l. 

Automatic Emergency Position. — ^When a sudden and heavy 
reduction in brake-pipe pressure is made, it causes the distrib- 
uting valve to operate quick-action, and the movable parts 
will assume automatic emergency position. The pressure in 
chamber p of the distributing valve being suddenly reduced, 
the greater pressure in the equalizing-valve chamber quickly 
moves the equalizing piston 26 to the right with sufficient force 
to compress the graduating spring 4^, thus allowing the equal- 
izing piston 26 to move its full stroke and rest against the gasket 
25. This movement carries the equalizing valve 31 with it 
to emergency position, port h in the equalizing-valve seat is 
uncovered, and ,air from the equalizing valve chamber passes 
through port h to passage h and the application cylinder. 
Cavity n in the equalizing valve is also moved away from port 
h, thus closing communication between the application cylin- 
der and the application chamber. Under these conditions, the 
pressure chamber has only the small volume of the application 
cylinder to fill, consequently the pressure chamber and the 
application cylinder will equalize quicker and at a much higher 
pressure than during a service application. The operation of 
the application piston 10, the application valve 6, and the 
exhaust valve 16 in emergency applications is the same as in 
service applications, except that they are moved to application 



NO. 6 ET LOCOMOTIVE BRAKE 279 

position much quicker, and port b is opened wider than in ser- 
vice applications. 

When the pressure in the exhaust -valve chamber becomes 
equal to that in the application cylinder, the application piston 
will be moved to automatic emergency lap position. When 
the pressure chamb^ is charged to 70 lb., an emergency applica- 
tion will equalize the pressures in the pressure chamber and the 
application cylinder at about 65 lb., but when the automatic 
brake valve is in emergency position, air from the main reservoir 
will pass through a small port in the rotary valve and a port in 
its seat, into the application-cylinder pipe, thence to the appli- 
cation cylinder of the distributing valve, which raises the pres- 
sure therein above 65 lb. The amount of pressure that will be 
allowed to accumulate in the application cylinder will be deter- 
mined by the adjustment of the safety valve, to which it is 
connected. Main-reservoir air can pass through port n in the 
rotary valve of the automatic brake valve in about the same 
volume that it can pass to the safety valve through port x in 
the equalizing valve, so that a pressure of 68 lb. will be held in 
the application cylinder, as this is the pressure for which the 
safety valve is set. As the pressure in the brake cylinders is 
determined by the pressure in the application cylinder, also, 
68 lb. will be obtained in them. This high brake-cylinder pres- 
sure will cause a shorter stop to be made than with a service 
application. 

In high-speed brake service, the operation of the distributing 
valve is exactly the same as in ordinary service, but with the 
high-speed brake service, the brake pipe being, charged to a 
pressure of 110 lb. and the main-reservoir pressiore being 
about 130 lb., an emergency application will raise the pressure 
in the application cylinder, and consequently in the brake 
cylinders to about 93 lb. In this case, however, the small 
port X in the equalizing valve will allow air to pass from the 
application cylinder to the safety valve a little faster than it 
can enter the application cylinder through the small port in the 
automatic brake valve, so that the safety valve will reduce 
the pressure in the application cylinder from 93 to 75 lb. in 
about the same time as the high-speed reducing valve will 
reduce the brake-cylinder pressure to 60 lb. 



280 NO. 6 ET LOCOMOTIVE BRAKE 

When the application-cylinder pressure is reduced to 75 lb., a 
main-reservoir pressure of 130 lb. will force air into the applica- 
tion cylinder through the small port n in the rotary valve of the 
automatic brake valve as fast as it can escape from the applica- 
tion cylinder through the small port x in the equalizing valve, 
so that a pressure of 75 lb. will be maintained in the application 
cylinder and consequently in the locomotive-brake cylinders. 
When the equalizing piston 26 and valves 28 and 31 are 
in emergency position, and the application piston and valves 
6 and 16 have moved to service position and then lapped 
the ports in the application- valve and exhaust- valve seats, 
the distributing valve is said to be in automatic emergency 
lap position. 

If the emergency application is caused by a burst hose, by the 
opening of a conductor's valve, or by the train parting, the 
automatic brake valve must be lapped to save main-reservoir 
air. Under these conditions the distributing valve will operate 
in the same manner as previously explained, but, since the auto- 
matic brake valve is not in emergency position, no main-reser- 
voir air will pass to the distributing valve through the applica- 
tion-cylinder pipe, therefore, the brake-cylinder pressure will 
not be as high as if the application were made by the automatic 
brake valve. In high-speed service carrying 110 lb. of brake- 
pipe pressure, the brake-cylinder pressure will be reduced to 
68 lb., this being governed by the safety valve. If only 70 lb. 
of brake-pipe pressure is carried, the resulting brake-cylinder 
pressure will be but 50 lb. After a full-service application, if 
a greater brake-cylinder pressure is necessary, main-reservoir 
pressure may be conveyed to the application cylinder of the 
distributing valve by placing the automatic brake valve in 
emergency position. 

Automatic Release After an Emergency Application. — The 
automatic brake valve is operated in the same manner to 
release the brakes after an emergency application as after a 
service application, but the effect on the distributing valve is 
somewhat different. When the H-6 brake valve is placed in 
release position, the brake-pipe pressure in chamber p of the 
distributing valve is increased above that in the equalizing- 
valve chamber and the equalizing piston and the valves 28 and 



II 



NO. 6 ET LOCOMOTIVE BRAKE 281 

31 are moved to release position. Cavity k in the equalizing 
valve 31 connects port h with ports w and i, which allows the 
pressure in the application cylinder to expand into the applica- 
tion chamber, and the pressure will quickly equalize at 15 lb. 
This will cause the application piston iO to reduce automatically 
the brake-cylinder pressure to the same amount, which will be 
retained as long as the automatic brake valve is in release 
position. To release the brake fully, the automatic brake valve 
must be placed in running position in order to connect the dis- 
tributing-valve release pipe with the atmosphere. 

INDEPENDENT OPERATION OF DISTRIBUTING VALVE 
Independent Application Position. — ^When the distributing 
valve is operated by means of the independent brake valve, 
piston 10 and valves 5 and 16 are the only parts that move. 
The equalizing piston 26 and its valves 28 and 31 are not 
influenced by the operation of the independent brake valve. 
When the independent brake valve is moved to either slow- 
application or quick-appUcation position, air from the main 
reservoir, reduced to a pressure of 45 lb. by the C-6 reducing 
valve, passes through the independent brake valve and applica- 
tion-cylinder pipe directly to the application cylinder of the 
distributing valve. This movement of the rotary valve of the 
independent brake valve also closes communication between 
the distributing- valve release pipe and the atmosphere, so that 
air from the application cylinder and chamber cannot escape 
through the distributing- valve exhaust port i. The pressure 
in the application cylinder forces the application piston 10 to 
the right to independent application position. The application 
valve 5 and the exhaust valve 16 will move with it, valve 16 
will close the exhaust ports d and e, and valve 5 will then open 
port a to port b. Main-reservoir pressure from chamber a will 
pass through port b into the exhaust-valve chamber and out to 
the brake cylinders through port c until the pressure in the 
exhaust-valve chamber is a trifle more than that in the applica- 
tion cylinder, when the greater pressure in the exhaust-valve 
chamber assisted by the graduating spring 20 will force piston 
iO to the left until valve 5 closes port b. This position of the 
distributing valve is called independent lap position. 



282 iVO. 6 ET LOCOMOTIVE BRAKE 

A graduated independent application may be made by 
admitting a certain amount of pressure to chamber g in the 
distributing valve and then placing the independent brake valve 
in lap position, continuing this as often as desired until a full 
application is obtained. Each time the brake valve is lapped, 
the distributing valve will assume independent lap position. 
When a full independent application is obtained, there will be 
a pressure of 45 lb. in the application cylinder and the locomo- 
tive brake cylinders, this being the pressure for which the C-6 
reducing valve is set. When the equalizing valve 31 and piston 
26 are in release position, if the reducing valve is out of order or 
improperly adjusted, the safety valve will prevent the applica- 
tion-cylinder pressure rising above 68 lb., the pressure for which 
it is set, provided the independent brake valve is in slow-appli- 
cation position; but if the independent brake valve is in quick- 
application position, the larger ports in the brake valve will 
supply air to the application cylinder faster than it can escape 
through the safety valve; consequently, the brake-cylinder pres- 
sure will be increased above the amount for which the safety 
valve is set. 

Independent Release Position. — If the equalizing piston 26 
is in release position when the locomotive brakes are being 
released by means of the independent brake valve, the movable 
parts of the distributing valve will assume independent release 
position, which is exactly the same as when the brakes are 
released by the automatic brake valve. When the independent 
brake valve is moved to release position, it allows air to flow 
from the application chamber and cylinder to the atmosphere. 
The greater pressure in the exhaust-valve chamber then moves 
piston 10 to the left, carrying valves 5 and 16 with it. Valve 
16 opens port d, and port /, through valve 16, registers with 
port e. This allows air from the exhaust-valve chamber and 
brake cylinders to escape to the atmosphere through the exhaust 
port Ex. 

When the equalizing piston of the distributing valve is in 
release position and the automatic brake valve is in running 
position, the locomotive brakes can be released by placing the 
independent brake valve in running position. Under these 
circumstances, application-cylinder and application-chamber air 



NO. 6 ET LOCOMOTIVE BRAKE 283 

will flow through ports h and w, cavity k^ and port i into the 
distributing- valve release pipe, and then through the independ- 
ent brake valve into the release pipe and out to the atmosphere 
through the automatic brake valve. 

The locomotive brakes may be released by the independent 
brake valve after they have been applied in service or emergency 
by the automatic brake valve by moving the independent 
brake valve to release position. This allows the air in the 
application cyHnder to escape through the application-cylinder 
pipe and the independent brake valve. However, if the auto- 
matic brake valve is in emergency position when releasing the 
locomotive brakes through the independent brake valve, it will 
be necessary to hold the independent brake valve in release 
position in order to prevent the brakes from reapplying, because, 
with the automatic brake valve in emergency position, main- 
reservoir air will be supplied to the application cylinder through 
the maintaining port n in the rotary valve of the automatic 
brake valve. 

To graduate the release of the locomotive brakes through 
the independent brake valve, the handle of this valve should 
be moved to full-release position (or to running position, if 
the automatic brake valve also is in running position) long 
enough to reduce the pressure in the application cyHnder the 
desired amount, and then moved to lap position. As the 
pressure in the application cylinder and chamber is reduced, 
the greater pressure in the exhaust-valve chamber will move 
the application piston 10 and exhaust valve 16 to the left and 
reduce the brake-cylinder pressure a trifle below the application- 
cylinder pressure, when the application piston 10 and the 
exhaust valve 16 will move to the right and close ports d and e 
and retain the remaining pressure in the locomotive- brake 
cylinders. 

PRESSURE-MAINTAINING FEATURE OF DISTRIBUTING 
VALVE 

The pressure-maintaining feature of the distributing valve 
is very valuable in connection with the ET equipment, for as 
long as there is air pressure in the application cyHnder of 
the distributing valve, the same amoimt of pressure will be 



284 NO. 6 ET LOCOMOTIVE BRAKE 



maintained in the locomotive-brake cylinders, regardless of the 
length of piston travel or the ordinary brake-cylinder leakage. 
This is due to the fact that the supply of air for the locomotive- 
brake cylinders is taken from the main reservoir, and when the 
application piston iO is in service lap position, due to either an 
automatic or an independent application, a leak that reduces 
brake-cylinder pressure will also reduce the pressure in the 
exhaust-valve chamber of the distributing valve, which will 
cause the application piston 10 and valve 5 to be moved to the 
right by the greater pressure in the application cylinder. As 
the application valve 5 is moved to the right, it will open com- 
munication between chamber a and the brake cylinders through 
port b in the application-valve seat and allow main-reservoir 
air to pass to the locomotive-brake cylinders until the pressure 
in the exhaust-valve chamber, and consequently in the brake 
cylinders, is equal to that in the application cylinder, when the 
application piston 10 will move valve 5 to the left far enough 
to close port b. This action of the distributing valve will be 
repeated each time the leaks reduce brake-cylinder pressure 
below that in the application cylinder. It is possible for the 
leaks from the brake cylinder to cause the application piston 
10 and valve 5 to be moved to the right just far enough to 
supply main-reservoir air to the brake cylinders through port b 
as fast as it can escape through the leaks, in which case piston 
10 would not move valve 5 back to lap position until the brakes 
were released through the brake valves. 

If there are any leaks from the application cylinder of the 
distributing valve, this maintaining feature will be destroyed, 
because, with the brakes applied and the brake valve in lap 
position, the leak will continue to reduce the pressure in the 
application cylinder. This will allow the greater pressure in 
the exhaust-valve chamber to move the application piston 10 
and its valves to release position and exhaust brake-cylinder 
air. In such a case, however, it will be possible to hold on the 
brakes by placing the independent brake valve in slow-applica- 
tion position. 

Automatic Emergency Position With Quick-Action Cylinder 
Cap. — The valves in the quick-action cylinder cap do not 
operate during a service application, but when an automatic 



I 



NO. 6 ET LOCOMOTIVE BRAKE 



285 



emergency application is made, they operate to vent some of the 
brake-pipe air to the locomotive-brake cylinders. The brake- 
pipe air vented to the locomotive brake cylinders by the quick- 
action cylinder cap does not give any higher brake-cylinder 



FadraAeP/pe 




pressure, but causes a local reduction in brake-pipe pressur« 
that insures the quick-action operation of the train brakes. 
The positions of the various parts, when the valve is in auto- 
matic emergency position, are as here shown. 



2g6 NO. 6 ET LOCOMOTIVE BRAKE 

When a heavy and sudden brake-pipe reduction is made, 
piston 26 moves out quickly the full length of its cyHnder. The 
knob on the piston strikes the valve stem 50 and moves it over 
against the tension of the spring 55. As the emergency valve 
48 fits snugly between the shoulders on the valve stem 50, it 
also moves to the right and uncovers port j in the valve seat. 
This allows brake-pipe air from chamber P to pass through 
port j to chamber X, which forces the check- valve 53 down 
against the resistance of spring . J^. This allows brake-pipe air 
to flow to passage m in a large volume; it then passes through 
passage u to the chamber back of the application piston 10, 
and through port c into the brake cylinders. This makes a 
local reduction in brake-pipe pressure, which insures that the 
next distributing valve, or quick-action triple valve, will go into 
quick action. 

When the brake-cylinder and brake-pipe pressures have 
nearly equalized, spring 54 forces valve 53 back to its seat, so 
that no air can pass from the locomotive-brake cylinders into 
the brake pipe. When the brake-pipe pressure is increased 
sufficiently to force piston £6 back to release position, the grad- 
uating spring 55 forces the stem 50 and emergency valve 48 
back to their normal positions. During this movement, valve 
48 closes port j. 

CARE OF DISTRIBUTING VALVE 

In order that the distributing valve may work properly, the 
valves and pistons must be kept well lubricated and free 
from dirt. The distributing valve and its reservoir should 
be regularly drained and the pipe connections should be kept 
tight. If the distributing valve is to be repaired or cleaned and 
tested, it should be removed from the double-chamber reservoir; 
this is done by removing the nuts from the reservoir studs. 
As all the pipe connections are made to the double-chamber 
reservoir, removing the valve in this manner will not interfere 
with the pipe joints. If the gasket between the distributing 
valve and the reservoir becomes torn or injured while removing 
the valve, a new one must be supplied, as a very slight leak 
across this gasket, from one port to another, will interfere 
seriously with the operation of the valve. When the pipes are 



PC PASSENGER-BRAKE EQUIPMENT 287 

first installed or when new ones are applied, they should be 
blown out with steam or compressed air before the valves are 
attached, to clear them of foreign matter. 

If the distributing valve becomes dry from lack of lubrication, 
or if it becomes corroded or very dirty, a greater difference of 
pressure .will be reqmred to overcome the excessive friction and 
to operate the movable parts. 

If the pipes and passages become corroded or very dirty, the 
engine brakes wiU not apply and release as promptly as when 
they are clean. If the engine brakes fail to apply when the 
brake system is fully charged and a 5-lb. service reduction is 
made, the trouble is most likely due to excessive friction in the 
working parts of the distributing valve, which should then be 
removed, cleaned, and lubricated. Sometimes the equalizing- 
piston packing ring sticks in its groove and prevents the equal- 
izing piston from being moved by variations in brake-pipe 
pressure. 



PC PASSENGER-BRAKE EQUIPMENT 



DEVELOPMENT OF EQUIPMENT 

The schedule PC equipment was designed especially for pas- 
senger-train service to control passenger cars weighing 130,0001b. 
or more. Passenger-brake cylinders had been increased from time 
to time as the increased weight of the cars demanded, until the 
18-in. cylinder finally came into use. This brake cylinder pro- 
vided for cars of maximum weight up to 127,000 lb. When 
cars of 150,000 lb. or more were imder construction, it became 
necessary either to use a 20-in. brake cylinder or to redesign 
the brake rigging so as to provide for a suitable brake for this 
service. A very serious objection to the use of a 20-in. cyhn- 
der was the time necessary to apply the brake to its full 
capacity. At 80 mi. per hr., the speed is 116 ft. per sec; and 
at 60 mi. per hr. it is 88 ft. per sec. A couple of seconds lost, 
therefore, means a couple of hundred feet passed over before 
the brake begins to be effective, thus greatly lengthening the 



288 



PC PASSENGER-BRAKE EQUIPMENT 



distance in which a stop could be made. Another objection 
to the use of a 20-in. cylinder is that on account of leakage 
the stop will be lengthened still more, it being impossible to 
obtain packing leathers large enough and of sufficient uni- 
formity to prevent excessive leakage. Then, too, the piston 
rods, levers, etc. will be so large and heavy that they will 
take up too great a percentage of the power developed. The 
increased weight of the cars naturally brought increased length 
of trains, and the larger cylinders and greater train length 
mean that a much greater volume of air must be handled 
through the brake pipe. This would make the action of the 
brake on a train of cars with 20-in. cylinders so slow that it 
would be impossible to control the heavy cars with nearly the 
same effectiveness as is obtained with the brake used on lighter 
cars. 

Train Energy to Be Controlled. — The accompanying table 
has been compiled in order to give a clear idea of the tremendous 
amount of energy that the brake of a modem heavy passenger 

ENERGY OF TRAIN AT DIFFERENT SPEEDS 



Speed 

Miles 

per Hour 


Velocity 
Head 
Feet 


Energy per 
1,000 Lb. of 

Weight 
Foot-Pounds 


Total Energy 
of Train 
Weighing 

1,650,000 Lb. 

Foot-Pounds 


10 
20 
30 
40 
50 
60 
70 


3.55 
14.20 
31.95 
56.80 
88.75 
127.80 
173.95 


3,550 
14,200 
31,950 
56,800 
88,750 
127,800 
173,950 


5,857,500 

23,430,000 

52,717,500 

93,720,000 

146,437,500 

210,870,000 

287,017,500 



tram has to destroy in stopping the train. The velocity head 
multiplied by the weight of the train, in pounds, will give the 
energy, in foot-pounds, for that speed. The third column of 
the table gives the energy of each 1,000 lb. of train at the differ- 
ent speeds given in the first column. The rate of change of the 
energy of 1,000 lb. of train with the increase in speed is indicated 



PC PASSENGER-BRAKE EQUIPMENT 289 

by the curve in the accompanying chart, which was plotted 
from the values given in the third column of the table. Both 
the table and the curve show that the energy of each 1,000 lb. of 
train is four times as great at 20 mi. per hr. as at 10 mi. per hr.; 
nine times as great at 30 mi. as at 10 mi. ; sixteen times as great 
at 40 mi.; twenty-five times as great at 50 mi.; thirty-six times 
as great at 60 mi.; and forty-nine times as great at 70 mi. In 




^'- 



^■. 



20000 4 6 S 10 12 14 160000 

Energy in Foot-Pounds per 1000 Pounds of Train 

Other words, at 70 mi. per hr., the brake has to do forty-nine 
times as much work to stop the train as it would at 10 mi. 
per hr. 

Suppose that a train weighs 1,650,000 lb. Then, according 
to the fourth column of the table, the brake must destroy 
5,857,500 ft.-lb. of energy in stopping the train at 10 mi. per hr.; 
whereas, at 70 mi. per hr., it must destroy 287,017,500 ft.-lb. of 
energy, an amount sufficient to raise the entire train 174 ft. 



290 PC PASSENGER-BRAKE EQUIPMENT 

vertically in the air. The magnitude of the energy that must 
be destroyed in stopping the train running at a speed of 70 mi. 
per hr. is too great to grasp without a special effort. But to 
give an idea of the magnitude, it may be said that if a person 
were to count 150 in each minute, or 90,000 in 10 hr., he would 
have to count 10 hr. a day at this rate for about 3,189 da., or 
every day for about 8f yr., to count the number of foot-pounds 
of energy to be destroyed in stopping the train running at a 
speed of 70 mi. per hr., or 287,017,500. This energy, if con- 
verted into heat, would produce 268,917 units of heat, an 
amount sufficient to raise 2,598 lb. (311 gal.) of water from 
70° F. to the boiling point, or to raise the temperature of 16 T. 
of iron 100° F. 

To destroy, within a distance of less than 1,200 ft. and with- 
out endangering the safety of the passengers and equipment, 
the enormous energy stored up in modem trains of heavy cars 
moving at high speeds, requires a brake of high maximum 
emergency stopping power; to perform the ordinary service 
functions and to provide the automatic safety and protective 
features necessary for a service of this kind, requires a very 
flexible and efficient service stopping power. It was to provide 
a brake that would fulfil these requirements that the PC pas- 
senger equipment was designed and introduced into service. 



FUNCTIONS AND FEATURES OF BRAKE 

In the PC passenger equipment, the triple valve is replaced 
by a valve known as a control valve, which performs several 
new functions in the manipulation of the brakes. The features 
of the brake, as well as its functions, are as follows: 

Graduated release and quick recharge, which are obtained in a 
manner similar to that of the type L triple valve. The emer- 
gency reservoir furnishes the air necessary for obtaining the 
graduated release and for assisting in recharging. 

Certainty and uniformity of service action, which are obtained 
by so designing the parts of the control valve that the feed- 
grooves are closed on the slightest brake-pipe reduction. The 
design is such that the differential necessary to move the parts 



PC PASSENGER-BRAKE EQUIPMENT 291 

to service position is then built up as the brake-pipe reduction 
progresses. 

Quick rise in brake-cylinder pressure, which is provided for 
by prompt movement of the parts of the control valve and by 
direct, unrestricted passages from the reservoirs to the brake 
cylinders during applications. 

Uniformity and maintenance oj brake-cylinder pressure dur- 
ing service stops, which are provided for as in the distributing 
valve of the ET equipment. 

Predetermined limiting of the service braking power, which is 
freed by the equalization of the pressures in the application 
chamber and the pressure chamber of the control valve. This 
feature does away with the necessity of the safety-valve feature 
of the ET and other equipments. 

Automatic emergency application on depletion of brake-pipe 
pressure, which is insured automatically by the movement of 
the parts of the control valve to emergency position just as 
soon as the brake-pipe reduction becomes less than the pres- 
sure at which the pressure chamber and the reduction-limiting 
chamber equalize. 

Full emergency braking power at any time; the operation of 
the emergency and quick-action parts of the control valve is 
such as to give the full emergency braking power whenever 
the parts move to emergency position. The parts can be 
moved to emergency position at any time by making an emer- 
gency application either v/ith the brake valve or the conductor's 
valve, or by other means; hence, full emergency braking power 
can be obtained at any time, even after a full service applica- 
tion has been made. 

Separate service and emergency features, thus giving the neces- 
sary flexibility for service applications without interfering in 
the slightest with the emergency features of the equipment. 

A low total leverage ratio and greater brake efficiency, due to 
the use of two brake cylinders on each car; also, this arrange- 
ment gives a higher service equalization pressure. 

Less tendency to undesired light applications of the brake, 
because the apparatus is less sensitive than others to the 
light fluctuations of brake-pipe pressure; this insures against 
brakes creeping on and dragging. 



292 P C PASSENGER-BRAKE EQUIPMENT 



1 

thus 1 1 



Maximum Possible rate of rise of brake-pipe pressure, 
insuring greater certainty of all brakes releasing when a release 
is made. This is due to the fact that the brake pipe alone 
has to be charged by the air that flows through the brake valve; 
the pressure in the pressure chamber of the control valve is 
restored by air from the emergency reservoir, which raises the 
pressure at the same rate as brake-pipe pressure up to the 
point of equalization (about 5 lb. less than normal brake- 
pipe pressure) of the emergency reservoir and the pressure 
chamber. After equalization, the reservoir and the pressure 
chamber are charged up to normal pressure from the brake 
pipe; this insures a rapid and certain release of all brakes 
and a rapid recharge and prompt response to succeeding 
reductions that may be made. 

Greatly increased sensitiveness to release, due to the fact 
that the rate of rise of brake-pipe pressure is much greater, 
because only enough air to charge the brake pipe must flow 
from the main reservoir through the brake valve to release 
the brake. 

Means of eliminating the graduated release feature during the 
transition period; if a PC equipment is used in a train of cars 
not so equipped, the graduated-release feature can be quickly 
and easily cut out. 



GENERAL ARRANGEMENT OF BRAKE 

Piping diagrams showing two methods of arrangement of the 
PC equipment are shown in Figs. 1 and 2. Fig. 1 shows the 
arrangement when the two brake cylinders point in opposite 
directions, whereas Fig. 2 shows the arrangement when the 
cylinders point in the same direction. The arrangement shown 
in Fig. 1 permits of a simpler arrangement of the hand-brake 
rigging; on the other hand, the arrangement shown in Fig. 2 
brings, on some cars, the slack adjusters into a more conve- 
nient position. The choice of arrangements, therefore, depends 
largely on the construction of the underframing of the car and 
on the location of the apparatus under the car. 

Two brake cylinders are used on each car. The service 
cylinder is used in both service and emergency appUcations; 



I 



PC PASSENGER-BRAKE EQUIPMENT 293 




294 P C PASSENGER-BRAKE EQUIPMENT 




PC PASSENGER'BRAKE EQUIPMENT 295 

the emergency cylinder operates during an emergency applica- 
tion, but does not operate during a service application. Thus, 
in emergency applications, the maximum service braking power 
is doubled not by increased brake-cylinder pressure, as in the 
other equipments, but by the use of the second cylinder. 
Each cylinder is provided with a slack adjuster, and both 
adjusters are connected to the slack-adjuster hole in the serv- 
ice-brake cylinder; thus, they will operate simultaneously and 
take up the slack evenly in the tv/o brake cyUnders and in 
accordance with the requirements of the service cyUnder. 

Two reservoirs are used with this equipment. The service 
reservoir supphes air to the service-brake cylinder; the emer- 
gency reservoir supplies air to the emergency cyHnder during 
emergency applications; also, in service operations, it furnishes 
the air used in obtaining graduated release and quick recharge 
of the equipment. A third reservoir, forming part of the con- 
trol valve, has three chambers called the pressure chamber, the 
application chamber, and the reduction-limiting chamber. 



NO. 3-E PASSENGER CONTROL VALVE 

The No. 3-E passenger control valve, superseding the No. 
3-D control valve, is standard for and regularly furnished with 
PC (two-cylinder) schedules for very heavy passenger cars; i. e., 
PC-2-12, PC-2-14, PC-2-16, and PC-2-18. In Fig. 1 {a) is 
shown the release portion of this valve and in (&), the appUca- 
tion portion; the equalizing portion is shown in Fig. 2 and 
the emergency and quick-action portion in Fig. 3. The piece 
number of the control valve, complete, is 37,896. The piece 
and reference numbers of the various parts are given in the 
accompanying list. 

Pc. No.Ref. No. Name of Part 

37,873 Equalizing portion, complete. 

32,143 Application portion, complete. 

36,435 Eniergency portion, complete. 

35,598 Quick-action portion, complete. 

37,849 2 Equalizing body, complete, includes one 

each of 19 and 37. 
36,420 3 Release piston, complete, includes one of 9. 
37,042 4 Release-slide valve. 



296 



PC PASSENGER-BRAKE EQUIPMENT 




PC PASSENGER-BRAKE EQUIPMENT 



297 




-OS PC PASSENGER-BRAKE EQUIPMENT 

Pc.No. Ref. No. Name of Part 

Release side-valve spring. 
Release graduating valve. 
Release graduating- valve spring. 
Release-piston cap nut, for equalizing 

portion. 
Release-piston ring. 

Release-cylinder cap, bushed and plugged. 
Release-cylinder-cap gasket. 
Square head capscrew, ^ in,Xl| in. 
Release-piston graduating sleeve. 
Release-piston graduating spring. 
Release-piston graduating nut. 
Check-valve. 
Check-valve cap nut. 
Release regulating cap. 
Stud and nut for release regulating cap. 
Equalizing piston, complete, includes one 

each pf 21 and 32. 
Equalizing-piston ring, large. 
Equalizing slide valve. 
Equalizing slide-valve spring. 
Equalizing graduating valve. 
Equalizing graduating- valve spring. 
Large equalizing-cjdinder cap, bushed and 

plugged. 
Large equalizing-cylinder-cap gasket. 
Square head capscrew, l-in. X 1 |-in. 
Equalizing-piston stop sleeve. 
Equalizing-piston stop spring. 
Equalizing-graduating nut. 
Equalizing-piston ring, small. 
Small equalizing-cylinder cap. 
Gasket for small equalizing-cylinder cap. 
Square head capscrew, ^-in. X 1 |-in. 
Cap nut for small equalizing - cylinder 

cap. 
Small equalizing-piston bush. 
Service-reservoir charging valve, complete, 

includes 39 and 40. 
1-in. charging- valve piston ring, 
li-in. charging- valve piston ring. 
Charging- valve seat. 
Charging- valve washer. 
Internal charging- vab'-e nut. 
External charging- valve nut. 
Gasket for release regulating cap. 
Body, bushed. 
Piston, complete, includes 76, 78, 81, 82 

83, 84, and 85. 
Piston-stem, complete, includes 77. 
Piston ring, small. 



9,326 


5 


37,040 


6 


31,530 


7 


36,421 


8 


28,928 


9 


36,381 


10 


36,410 


11 


25,418 


12 


38,384 


13 


36,406 


14 


36,387 


15 


36,023 


16 


36,401 


17 


55,353 


18 


4,887 


19 


36,823 


20 


28,928 


21 


37,870 


22 


9,326 


23 


3o,374 


24 


35,987 


25 


36.383 


26 


36,411 


27 


25,418 


28 


36.824 


29 


1,523 


30 


36,830 


31 


20,493 


32 


36,405 


33 


36,391 


34 


25,418 


35 


36,826 


36 


37,127 


37 


36,044 


38 


32,227 


39 


36,043 


40 


36,415 


41 


36,560 


4-2 


36,558 


43 


36,559 


44 


36,399 


45 


32,144 


75 


32,145 




32,027 


76 


15,013 


77 



PC PASSENGER-BRAKE EQUIPMENT 299 

Pc, No. Ref. No. Name of Pari 

31,558 78 Piston head, complete, includes 79 and 80. 

30,603 79 Piston seal. 

45,055 80 Piston ring, large. 

31,429 81 Piston folio vver. 

31,491 82 Piston-packing leather. 

31,529 83 Piston-packing-leather expander. 

31,440 84 Piston nut. 

12,270 85 Piston cotter, ^-in. XI T-in. 

32.030 86 Exhaust valve. 
33,556 87 Exhaust-valve spring. 

32.031 88 Application valve. 
14,281 89 Application-valve spring. 

32.032 90 Apphcation -piston holt. 

36,810 Spring box, complete, includes 91, 92, 93, 

and 94. 

36,395 91 Spring box. 

36,384 92 Piston-spring sleeve. 

36,406 93 Piston spring. 

36,387 94 Graduating nut. 

32.033 95 Application- valve cover. 

32.044 96 Application- valve cover gasket. 

24,496 97 Square head capscrew for application- valve 
cover, |-in, X 2 -Jr-in, 

36.457 107 Body, bushed and plugged, includes 119. 
36,762 108 Piston, complete, includes 109. 

10,030 109 Piston ring. 

36,686 110 Slide valve. 

32.045 111 SHde-vaive spring. 

36.458 112 Small cylinder cap. 
36,460 113 Large cylinder cap. 

36.459 114 Small cylinder-cap gasket. 
36,462 115 Large cylinder-cap gasket. 
18,286 116 Piston spring. 

25,418 117 Square head capscrew, Hn-Xl^-in. 

32,106 118 Oval fiUister head capscrew. 

31,928 119 Emergency-piston bush. 

36,049 130 Body, bushed and plugged. 

9,753 131 Piston, complete, includes 132. 

1,791 132 Piston ring. 

60,527 133 Quick-action valve, includes 134 and 135 

1,737 134 Quick-action valve seat. 

1.794 135. Quick-action valve nut. 

49,932 136 Quick-action-valve spring. 

43,533 137 Quick-action- valve cap nut. 

36,080 138 Quick-action-valve cover, bushed. 

27,195 139 Quick-action closing valve. 

25,598 140 Quick-action closing-v^lve spring. 

25,597 141 Cover cap nut. 

36,053 142 Cover gasket. 

25,418 143 Square head capscrew for cover, J-in.X 
If-in. 



300 



P C PASSENGER-BRAKE EQUIPMENT 



Pc. No. Ref. No. Name of Part 

32,156 153 Reservoir, complete, includes four of 154, 

seven of 155, twelve of 156, six of Piece 

No. 1,899. 
33,148 154 li-in. cap nut. 

31,550 155 Stud with hexagon nut 3f in. long. 
32,111 156 Stud with hexagon nut 3| in. long. 

8,728 l|-in. pipe plug. 

34,037 157 Emergency-cylinder gasket. 
34,036 158 Quick-action cyUnder gasket. 
32,008 159 Large reservoir gasket. 
32,008 160 Equalizing-cylinder gasket. 



Spring Identification of No. 3-E 
Passenger Control Valve 



^:jb_j 



Pc. 

No. 


Out. 
Dia. 
A, In. 


Dia. 
Wire 
B,In. 


Free 
Height 
C,In. 


No. 

Coils 


Material 


Name of 
Spring 


1.057 

1,523 

18,286 
25,598 
32,045 

36,406 

49,932 


1 


.059 

.08 

.072 
.057 
.032 

.135 

.08 


21 

21 

i 
51 

m 


16 

m 

15 

9 
91 

181 
lU 


Nickeled 
Steel 

Nickeled 
Steel 

Nickeled 

Steel 
Phosphor- 

Bronze 

Phosphor- 

Bronze 

Nickeled 
Steel 

Nickeled 
Steel 


Upper 
Equalizing 
Piston-Stop 

Lower- 
Equalizing 
Piston-Stop 
Emergency 

Piston 
Quick-action 
Closing-Valve 
Emergency 
Slide Valve 
Release- 
Graduating & 
Application 

Piston 

Quick-Action 

Valve 



NO. 3-D PASSENGER CONTROL VALVE 

Emergency and Quick-Action Portions. — The No. 3-D pas- 
senger control valve differs from the No. 3-E control valve in 
having the emergency portion reversed in position as shown in 
the figure. 



P C PASSENGER-BRAKE EQUIPMENT 



301 




CONSTRUCTION OF CONTROL VALVE 

The control valve takes the place of the triple valve of the 




older equipments, and, in a 
general way, corresponds 
to the distributing valve 
of the ET equipment. 
The external construction 
of the control valve is shown 
in Fig. 1, which gives a 



Fig. 1 



302 



P C PASSENGER-BRAKE EQUIPMENT 



1 



view of the right side of the valve, showing the lines of separa- 
tion of the equalizing portion. It will be obse'n/ed that the 




application, quick-action, and emergency portions extend into 
the reservoir B when in place, so that when the control valve 
is assembled only the flanges of these portions are visible. 



PC PASSENGER-BRAKE EQUIPMENT 



303 



Compartment Reservoir. — Sectional views of the control 
valve are shown in Figs. 2 and 3 in order to illustrate how the 
reservoir is divided into compartments. Fig. 2 is a section 
taken lengthwise through the center line of the reservoir, and 
Fig. 3 a section taken crosswise of the reservoir on the Une X Y, 
Fig. 2, the part to the right of the line being removed and the 
reservoir turned so as to show the section of the front portion 




of the reservoir. It will be observed that there are three 
chambers or compartments in the reservoir. 

The application chamber X extends from the partition a. 
Fig. 2, forwards, and also on both sides of the reduction-limiting 
chamber Y, Hke a pair of saddle bags. There is a drain plug 
on each side of the compartmetit •^'^'servoir, so that each leg of 



304 



P C PASSENGER-BRAKE EQUIPMENT 



the application chamber can be drained. At 157, Fig. 3, is 
shown the emergency-cylinder gasket; at 158, the quick-action- 
cylinder gasket; at 159, Fig. 2, the large-reservoir gasket; and 
at 160, the equalizing-cylinder gasket. The functions of the 
application chamber are similar to those of the application 
chamber of the ET equipment. 




:]on ■ : 



m 



Fig. 4 

The reduction-limiting chamber Y is the space contained 
within the inner reservoir wall b. The application portion of 
the control valve extends into this space, but it is not in any way 
open to chamber Y, The function of the reduction-limiting 
chamber is to limit the service braking power to a predeter- 
mined amount by maintaining the equalization of the pressure 



ll 



PC PASSENGER-BRAKE EQUIPMENT 



305 



and application chambers of the control vaive. If, after 
equalization has taken place, a further brake-pipe reduction 
occurs, air is automatically vented from the pressure chamber 
into the reduction-limiting chamber, up to the pcir.t of equal- 
ization, fast enough to maintain the pressure-chamber pressure 
constant at the pressure of equalization. This, of course, 
maintains the appHcation-chamber pressure corjstant, which 



® 



© 


'6 


® 


® 


S 


® 


© 




® 




® 


® 



Fig. 5 




Fig. 6 



automatically maintains the brake-cylinder pressure constant. 
The capacities of the application and the pressure chambers 
are such that, with a 24-lb. reduction from 110 lb. of brake-pipe 
pressure, they will equalize at 86 lb.; from 70 lb. of brake-pipe 
pressure, they will equalize at 54 lb. with a 16-lb. reduction. 

In Fig. 2, the drain plug for the reduction-limiting chamber 
is shown at Id^a- 



1 



306 P C PASSENGER-BRAKE EQUIPMENT 

The pressure chamber Z extends backwards from the partition 
a, Fig. 2, and surrounds the inner-reservoir wall b, as shown; 
the drain plug for this reservoir is numbered 154' J 

Equalizing Portion. — The equalizing portion of the control I 
valve consists of two parts, the release portion, and the equal- 
izing portion. The release cylinder is shown in section in Fig. 4. 
The release slide-valve seat is shown in Fig. 5. Port p leads to 
chamber P of the large emergency piston; port j, to chamber 
5 of the small emergency piston; port e, to the direct and 




Fig. 7 



graduated release cap 18; ports Ex, to the emergency-piston 
exhaust; port q, to the direct and graduated release cap; port 
V, to the application-chamber exhaust and to the direct and 
graduated -release cap; port /, to the application chamber; 
port r, to the quick-action closing valve; port c', to the emer- 
gency reservoir; and port i, to chamber F of the small equalizing 
piston. 

The release slide valve is shown in Figs. 6 and 7. Fig. 7 (a) 
is a sectional view; (b), a plan of the face of the valve; (c). 



PC PASSENGER-BRAKE EQUIPMENT 



307 



a plan of the top of the valve; (d), a vertical section, showing 
the ports e, V, and r. Port e extends through the valve, as 
shown. Port i leads from the cavity i in face 
of the valve to the upper face of the valve; 
port j, from the face of the valve into port t; 
and port V, from the face of the valve to the 
small port /' in the upper face. Port I connects 
with port q and leads to the small port / in the 
upper face. At r is shown a tail-port, or 
groove, in the end of valve. Port t leads from 
the face of the valve to the small port / in the 
upper face. 




The release valve graduating valve, 




merely has two 



Fig. 9 

cavities in its face. One of these cavities is always connected 
to the emergency-piston exhaust in all positions of the valve» 



308 



P C PASSENGER-BRAKE EQUIPMENT 



so as to release the pressure on that part of the valve and 
insure sufficient differential pressure on the valve to hold it on 
its seat at all times. 

Equalizing Cylinder. — The equalizing cylinder is shown in 
section in Fig. 9. The equalizing slide-valve seat is shown in* 




Fig. la 



0^ 




® 


® 

V 


o 

W 


V 


PI- .0 

U o 

z 


r \ 
I 


° ? ? 



(a) 



^" "* .1 — |l \i T 




Fig. 11 



Fig. 10. Port c leads to the emergency reservoir; port c\ to 
the under side of the emergency-reservoir check- valve; port &, 
to the brake-pipe through chamber B\ port e, to the direct and 
graduated release cap 18\ port w, to the reduction-limiting 
chamber exhaust ; and port v, to chamber G, the small end of 
the service -reservoir charging valve. Ports w unite and 



jnd of I I 
I leadll 

m 



PC PASSENGER-BILIKE EQUIPMENT 309 
piston E.tid_ 





pisfon_ 



End 




Fig. 12 




310 



P C PASSENGER-BRAKE EQUIPMENT 



1 



to the reduction-limiting chamber Y. Port x leads to cham- 
ber K, the large end of the service-reservoir charging valve; 
port y, to chamber E of the release slide-valve chamber; port /, 
to chamber C, the application chamber, and the front of 
application piston; port c', to the emergency reservoir; port/, 
to the pressure chamber Z; and port i, to chamber F of the 
small equalizing piston. The slotted tail-port in the end of 
the valve is shown at d. 

The equalizing slide valve is shown in Fig. 11, (a) being a view 
of the face of the valve and (b) a view of the top of the valve. 




Fig. 13 

There are so many ports in this 'I'alve and they are so inter- 
twined that it is impossible to make one illustration that will 
show the relations of all the ports. The views in Fig. 11, there- 
fore, will be used to show the exact relation of the ports on the 
two faces of the slide valve, and those in Fig. 12, to show the 
ports that connect with each other and at the same time show 
how they are situated in the valve. Fig. 12 (a) shows how the 
ports b, c\ d, and z pass from the lower to the upper face of 
the valve without connecting with any other port or passage. 



PC PASSENGER-BRAKE EQUIPMENT 



311 



Ports b and c' pass through the valve in a similar manner. 
View (&) shows the location of ports w and I and illustrates 
how they too pass through the valve without connecting with 
other ports or passages. View (c) shows how port c leads from 
the bottom face of the valve to the top face, and how it connects 
with the ports e and v of the valve. View (d) shows how the 
port y passes from face to face of the valve and connects with 



C/ner/ies.- 



£'/?7e/:CY/ 



L57 




the ports /, i, and x. It will be noted that port i is bushed, or 
restricted, at the lower face of the valve. The equaUzing grad- 
uating valve has simply a cavity in the face of the valve. 

Application Portion. — The application portion is shown in 
section in Fig. 13. It will be observed that the construction 
and operation of this portion of the control valve is similar to 
the construction and operation of the application portion of the 
distributing valve of the ET equipment. 



312 P C PASSENGER-BRAKE EQUIPMENT 




I 



' (a) Fig. 15 (5) 




Fig. 16 



PC PASSENGER-BRAKE EQUIPMENT 313 

Emergency Portion. — The emergency portion of the control 
valve is shown in section in Fig. 14. The emergency slide valve 
and seat are shown in Fig. 15, in which view (o) shows the valve 
seat and (6) the slide valve. In view (a), port n leads to the 
service brake cylinder; port en, to chamber M, back of the 
application piston; port o\ to the emergency-cyUnder exhaust; 
and port o, to the emergency cylinder. In view (6), port n 
passes through the valve. Both em and o are cavities in the 
face of the valve. 

Quick- Action Portion. — The quick-action portion is shown 
in section in Fig. 16. 



OPERATION OF CONTROL VALVE 

Diagrammatic View. — The control valve contains so many 
parts, ports, and passages that it would be impossible to describe 
its operation clearly without the use of a diagrammatic view, 
which is here given. 

It will be noted that port a leads from the brake-pipe con- 
nection to chamber Y, below the quick-action valve 133; also, 
that it leads into chamber B, ahead of the release piston 3, 
and into chamber A, ahead of the equalizing piston W. Port 
b leads from chamber B, through the equalizing check-valve 
16, to port b in the equalizing slide-valve seat. Port c leads 
from the face of the equalizing slide-valve seat to the top side * 
of the emergency check-valve 16a; continuing, it divides and 
one branch leads to port c in the release slide-valve seat, and the 
other branch leads to chamber R, between the two emergency 
pistons and to the emergency reservoir. Port c' leads from 
port c' in the equalizing slide-valve seat to the under side of the 
emergency check-valve 16a. Port e leads from the equalizing 
slide-valve seat to the direct and graduated release cap 18, 
thence to port e in the release slide-valve seat. Port / leads 
from the port / in the equalizing slide-valve seat to pressure 
chamber Z; it also leads to the under side of the pressure- 
chamber check-valve 16b. Port g leads from the service reser- 
voir into the application chamber N; also, a branch leads to 
chamber H between the two pistons of the service-reservoir 
charging valve. Port h leads from chamber E, surrounding 



314 PC PASSENGER-BRAKE EQUIPMENT 




PC PASSENGER-BRAKE EQUIPMENT 3i5 

the release slide valve, to the upper side of the pressure-chamber 
check- valve 16b. Port i leads from the release slide-valve seat 
to the port i in the equalizing slide-valve seat; also, a branch 
leads to chamber F, surrounding the equalizing piston stop. 
Port j leads from the release slide-valve seat to the chamber 
below the small piston of the emergency valve 108. Port k 
connects the two ports in the application-valve seat and leads 
to the service-cylinder exhaust. Port I leads from the equal- 
izing slide-valve seat to the application chamber X] also, one 
branch leads to port / in the release slide-valve seat, and a 
second branch to chamber C, ahead of the application piston 
?S. Port y leads from the release slide-valve seat to the appli- 
cation-chamber exhaust; also, a branch leads to the direct and 
graduated release cap 18. Port m connects the two ports m 
in the equalizing slide-valve seat and leads to the reduction- 
limiting chamber y. Port em leads from chamber M, back of 
piston 78, to the emergency slide-valve seat. Port n leads from 
the service cylinder to chamber 0, in the application portion; 
also, it is connected by a branch en with port en of the emergency 
slide-valve seat. Port o leads from the emergency slide- 
valve seat to the emergency cylinder. Port o' leads from the 
emergency slide-valve seat to the emergency-cylinder exhaust. 
Port p leads from the release slide-valve seat to the chamber P. 
above the emergency piston 108. Port q leads from the release 
slide-valve seat to the direct- and graduated-release cap 18. 
Port r leads from the release slide-valve seat to chamber W 
below the quick-action closing valve 139. Port 5 leads from 
the chamber T above the quick-action closing valve 139 into 
the passage o. Port u leads from the chamber D surrounding 
the equalizing slide valve to such a position in the small equal- 
izing piston bush 37, that when the piston is in certain positions, 
the port connects chamber D with chamber F. Port v leads 
from the equalizing slide-valve seat into the chamber G above 
the small piston of the service-reservoir charging valve. Port 
X leads from the equalizing slide-valve seat to the chamber K 
below the large piston of the service-reservoir charging valve. 
Port y leads from the equalizing slide-valve seat to the chamber 
E surrounding the release valve. Port qx leads from chamber 
X, below quick-action piston 131, to the quick-action exhaust. 



316 P C PASSENGER-BRAKE EQUIPMENT 



1 



Release and Charging Position. — In the release and charging 
position of the control valve, the parts are in position to release 
the brake and to charge the pressure chamber and the emer- 
gency and the service reservoir. In charging the equipment, 
air enters at the brake-pipe connection and passes through port 
a into chamber B and chamber A , thereby forcing the equal- 
izing piston 20 to release position. This causes port b' of the 
equalizing slide v^,lve to register with port b' of the valve seat 
and permits brake-pipe air to pass from chamber B, through 
port b, the equalizing check- valve 16, and ports b\ into chamber 
D. It will be noted that there is no feed-groove for piston 20. 
Also, port c' of the slide valve registers with port c' in the seat, 
so that air from chamber D flows through ports c', raises 
the emergency-reservoir check- valve 16a, and passes through 
port c to chamber R and to the emergency reservoir. Some 
of the air that passes the check-valve 16a flows through port e 
of the slide valve 22 and port e of the valve seat to the direct- 
and graduated-release cap 18, thence through port e in the 
release slide valve into chamber E, as shown. In passing, 
through port e of the slide valve 22, part of the air branches 
off at port V and passes through chamber H of the service- 
reservoir charging valve and port g to the service reservoir 
and to chamber N in the application portion. 

From chamber B, brake-pipe air also flows through the feed- 
groove s' into chamber E, so that this chamber charges by two 
paths. Air from chamber E passes through port y, thence 
through port / of the slide valve 22 and through port / of 
the valve seat direct to the pressure chamber Z, charging 
this chamber to brake-pipe pressure. Part of the air passing' 
through port y of slide valve 22 passes through port x of the' 
slide valve and seat into chamber K below the large piston of 
the service-reservoir charging valve. This gives brake-pipe 
pressure in both chambers G and K and a service-reservoir 
pressure, which is much lower, in chamber H, so that the 
service-reservoir charging valve is held in the position shown 
until recharging is completed by the greater upward pressure 
on the large piston. The chamber K is relatively small and 
the ports leading to it are large enouorh to charge it more 
quickly than the chambers G and H. 



PC PASSENGER-BRAKE EQUIPMENT 317 

Chamber F, at the small end of the equalizing piston, is con> 
nected to the atmosphere through the port i, cavity i in the 
release slide valve, and the emergency-piston exhaust Ex^ 
thereby removing the pressure on the small piston that tends 
to force the piston forwards. This makes the force of the presr 
sure, in chamber .4 , that tends to hold the big piston in position 
greater than the force due to the pressure in chamber E that 
tends to move the equalizing piston forwards, so that the piston 
is held in the position shown. 

Chamber 5 is connected to the atmosphere through port j, 
the cavity i in the release slide valve 4> and the emergency- 
piston exhaust Ex. This removes the pressure on the lower 
end of the small piston and makes the force of the pressure in 
chamber P greater than the force, in chamber R, that tends 
■ to move the emergency piston, so that the piston is held in 
the position shown. 

The reduction-limiting chamber Y is connected to the atmos- 
phere through the port m, the cavity w in the slide valve 22,. 
and the reduction-limiting chamber exhaust w. 

The application chamber X and the chamber C ahead of 
piston 78 are connected to the atmosphere through port /, 
port I in the release slide valve 4> port V, and the application-, 
chamber exhaust. 

The ser\'ice cylinder and chambers M and are connected 
to the atmosphere through ports w, em, and en, chamber O, 
port k, and the service- cyHnder exhaust. 

The emergency cylinder is connected to the atmosphere 
through port o, the cavity in the emergency slide valve, port o', 
and the emergency-cylinder exhaust Ex. 

The small cavity in the release graduating valve is con- 
nected to the atmosphere through port and cavity * in the 
slide valve 4 and the emergency-piston exhaust Ex. This 
relieves the face of the graduating valve of sufficient pressure 
to insure the graduating valve being held firmly on its seat 
under all conditions. 

Preliminary Service-Application Position. — A reduction in 
brake-pipe pressure lowers the pressure in chambers A and B 
below that in chambers D and E, thus tending to move both 
the pistons 20 and 3 forwards from release position. Piston 3 




318 PC PASSENGER-BRAKE EQUIPMENT 

moves with a less differential pressure, however, owing to the 
fact that the chamber F at the small end of the piston 20 is 
open to the atmosphere in release position, thus reducing the 
area that chamber- Z) pressure acts on. A greater reduction 
in brake-pipe pressure, therefore, is necessary to move piston 
20 than to move piston 3, so that during a brake-pipe reduction 
piston 3 moves first. There is a small amount of space between 
the graduating valve and the release piston, and considerably- 
more between the release slide valve and the release piston. 
When sufficient brake-pipe reduction is made to overcome the 
friction of the piston 3, the piston moves forwards, and when 
it strikes the graduating valve it moves that valve forwards, 
until, finally, it strikes against and moves the slide valve to 
the preliminary service position, and the parts assume this 
position only momentarily on their way to service position. 
In this position, the piston 3 has moved past the feed-groove 
s' and has come to rest against the release graduating sleeve 14, 
as shown. 

In moving the slide valve, port /, leading from the applica- 
tion chamber to the application-chamber exhaust, is closed. 
The reduction-limiting chamber Y, the service cylinder, the 
emergency cylinder, and the chambers O and M are all still 
open to the atmosphere. The connection between chamber F 
and the atmosphere is now closed, and chamber F is connected 
through port i and port t of the release slide valve with cham- 
ber E, and thence through port h, check- valve 16b, and port /, 
with the pressure chamber Z, thus charging chamber F to pres- 
sure-chamber pressure and equalizing the pressures on the two 
faces of the small piston. 

Secondary Service-Application Position. — The instant that 
the pressures on the two faces of the small piston of the equal- 
izing valve are equalized, the pressure in chamber D exerts a 
force on piston 20 that is greater than that of the pressure 
in chamber A ; hence the equalizing valve is moved forwards 
toward service position. During this movement it momen- 
tarily assumes secondary service position. In this position, the 
shoulder on the end of the piston stem is just against the slide 
valve 22; also, port e of the slide valve registers with port c and 
the graduating valve uncovers port c in the top of the slide valve. 



PC PASSENGER-BRAKE EQUIPMENT 319 

so that there is a momentary connection between the emergency 
reservoir and chamber D while the sUde valve is moving past 
the secondary service position. The object of this is to charge 
chamber D from the emergency reservoir an amount sufficient 
to compensate for the increase in volume in chamber D as the 
piston 20 moves forwards to service position, and thus prevent 
a drop in chamber- D pressure due to the increased volume. 
Also, momentary connection is made between chamber D and 
the pressure chamber Z through the groove d in the equal- 
izing-valve seat, port d in the valve face, the cavity dw in the 
graduating valve, and ports / in the sUde valve and seat. This 
prevents chamber D from being highly overcharged and main- 
tains the pressures in chambers D and Z equal. The pressure 
in chamber E is maintained equal to the pressure in chamber Z 
through port /, check- valve 16h, and port h as the piston 3 
moves forwards. In fact, during an apphcation of the brakes, 
this connection practically makes chambers E and Z but one 
chamber in volume; that is, during a reduction the connection 
through the check-valve 16h maintains the pressure equal in the 
two chambers, so that to reduce the pressure in chamber E, 
the pressure in chamber Z must be reduced a like amount. 

Service Position. — The piston 20 moves forwards from sec- 
ondary service position to service position, where it is stopped 
by the equalizing graduating spring 30. In this position, port 
u connects chambers D and F, thus equaUzing the pressures in 
the two chambers. The pressure chamber has a direct con- 
nection to chamber D by way of port / and a port through the 
equalizing slide valve 22. Also, it has an indirect connection 
with chamber D through the check-valve 16h, port h, chamber 
£, port t of the slide valve 4. and port i\ port i divides, one 
branch leading to chamber F and the other to a port in the 
equalizing slide valve. These two paths make provision for a 
considerable volume of air to flow from the pressure chamber 
into chamber D. 

Pressure-chamber air, after flowing to chamber D, can pass 
through port / in the slide valve 22 and port I in the valve 
seat to chamber C ahead of the apphcation piston 78, and to 
the application chamber X. The pressure thus admitted 
into chamber C moves piston 78 backwards to its apphcation 



320 P C PASSENGER-BRAKE EQUIPMENT 

position, compressing the applicfation-piston spring 93. In 
this position, the- exhaust valve closes the service-cylinder 
exhaust ports ^. The port in the application slide valve is 
opened and permits air from the service reservoir to flow through 
port g' and chamber N into chamber O, and through port n to 
the service-brake cylinder, applying the brake with the pressure 
developed by that cylinder. The pressure in chamber M is 
maintained equal to that in the service cylinder through the 
port en, the cavity in the emergency slide valve, and the port 
em. Air will continue to flow into the service cylinder and 
chamber M until the pressure becomes about equal to the 
application-chamber pressure on the other face of the piston 
78, when the application-piston spring 93 returns the piston 78 
and slide valve back to service lap position. This holds the 
brakes applied with a service-brake-cylinder pressure about 
equal to the pressure admitted to chamber C and the appli- 
cation chamber. The operation of the application portion of 
the control valve for all operations of this brake is exactly 
the same as the operation of the application portion of the J 
distributing valve of the ET equipment. In service position, 
the emergency-brake cylinder and the reduction-limiting cham- 
ber are open to the atmosphere. 

Service Lap Position. — As there is direct connection between 
the chambers D, E, and Z in service position, it follows that any 
reduction of pressure in chamber D will produce a like pressure 
in chambers E and Z. When a brake-pipe reduction is made 
to apply the brake and the parts move to service position, air 
from chamber Z flows by way of chamber D into chamber C 
and chamber X. The air continues to flow from chamber D ■ 
until the pressure is reduced sufficiently below brake-pipe pres- 1 1 
sure to overcome the resistance of the piston 20, when the equal- ' 
iziiig valve will be moved back to service lap position. It 
makes no difference in the operation of the control valve whether 
the piston 3 moves to lap position or not, because it is the equal- 
izing graduating valve that laps port /, thus stopping the flow of 
air into the application chamber X and holding the pressure that 
was built up in chamber C. The pressure in chamber C deter- 
mines the pressure in the brake cylinder, because brake-cylin- 
der pressure is automatically maintained equal to chamber-C 



li^l 

f 



PC PASSENGER-BRAKE EQUIPMENT 321 

pressure by the application portion, as follows: Any reduc- 
tion in brake-cylinder pressure reduces chamber-O pressure and 
causes chamber-C pressure to force piston 78 backwards and 
open the port in the application valve. Air from the service 
reservoir, therefore, flows through chamber A^ into chamber O 
and the brake cylinder until chamber-O pressure is enough 
greater than chamber-C pressure to overcome the frictional 
resistance of the piston 78, when the application valve closes 
and cuts off the flow of air to the brake cylinder. The pressure- 
maintaining feature of the control valve is the same as that of 
the ET distributing valve. As will be noted, both chamber Y 
and the emergency-brake cylinder are open to the atmosphere. 

Overreduction Position. — The pressures in chambers D and 
E cannot be reduced below the pressure of equalization of the 
pressure chamber and the application chamber, which is 86 lb. 
from a brake -pipe pressure of 110 lb. and 54 lb. from a brake- 
pipe pressure of 70 lb. If the brake-pipe pressure is reduced 
below the pressure of equalization — that is, if an overreduction 
is made — ^the equalizing piston will be moved by chamber- D 
pressure beyond its service position to the overreduction posi- 
tion. In this position, the equalizing piston 20 compresses the 
graduating spring 30 and bottoms against the equalizing-cylin- 
der cap gasket £7. Release piston 3 remains in service position 
owing to the higher resistance of the graduating spring 14$ 
which is stronger than the spring 30. 

In moving forwards into overreduction position, slide valve 
£2 is moved so as to close, with port m of the seat, the port I 
leading to the application chamber and to port I of the slide 
valve. Port m leads to chamber Y, so that on an overreduction 
the air from the pressure chamber flows into the overreduction 
chamber Y instead of into chamber C and the application 
chamber. The pressure in chamber C is thus held constant 
at the presstire at which the pressure chamber and the appli- 
cation chamber equalized; hence, the service-brake-cylinder 
pressure is limited to this amount and maintained equal to it. 
The reduction-limiting chamber Y is of such size that it 
will equalize with the pressure chamber at about 60 lb. from 
a pressure-chamber pressure of 86 lb., or at about 35 lb. from 
a 70-lb. pressure-chamber pressure. 



3^:: PC PASSENGER-BRAKE EQUIPMENT 

In the overreduction position, chambers C and X are oon« 
nected through port /, ports / and y of sHde valve 22, and poi 
V of the seat with the chamber G above the service-reservoi 
charging valve. Also, pressure chamber Z is connected throug] 
port /, chamber D, ports c and v of the slide valve, and port x 
of the seat with the chamber K below the service-reservoir 
charging valve. The pressure in chamber C and, therefore, in 
chamber G is maintained constant; the pressure in chamber K 
reduces with the pressure-chamber reduction during an over-i 
reduction, thus insuring that the service-reservoir chargi: 
valve will be held down on its seat. 

The service reservoir, the pressure of which is maintained] 
about equal to chamber-C pressure by the pressure-maintaining 
feature of the application portion, is connected through port 
with chamber H. Any slight leakage from the appHcation 
chamber in this position of the control valve will be supplied 
from the service reservoir past the packing ring of the service- m 
reservoir charging valve that separates chambers H and G.m 
The capacity of the service reservoir is relatively large when^ 
compared with the capacity of the application chamber; there- 
fore, the pressure in the reservoir will be higher than that „ 
in chamber G when a leak develops. Reservoir air will thusM 
leak past the piston-packing ring that separates chambers H . 
and G and prevent any material drop in chamber-C and appli- 
cation-chamber pressure. Maintaining chamber-C pressure 
in this manner practically eliminates the possibility of the 
brakes gradually leaking off, due to application-chamber leak- 
age, because the pressure-maintaining feature of the control 
valve will automatically maintain brake-cylinder pressure equal 
to chamber-C pressure. 

Overreduction Lap Position. — When an overreduction is 
made, the piston 20 moves to overreduction position. This 
connects chamber D with chamber F, so that the pressure in. 
chambers D, E, and Z gradually reduces by the air discharging 
into chamber Y. When chamber- D pressure becomes enough 
less than chamber-A pressure for the latter to overcome the 
frictional resistance of piston 20, the piston and the graduating 
valve 24 will be moved back to overreduction lap position; 
that is, until the shoulder of the equalizing-piston stem strikes 



P C PASSENGER-BRAKE EQUIPMENT 323 

against the slide valve 22. The graduating valve 24 will then 
cover or blank port / and thus close communication between the 
chambers Y and Z. Each succeeding reduction, provided it 
does not produce equalization between chambers Y and Z, will 
cause piston 20 to move to overreduction position and. finally, 
back to overreduction lap position. Also, in this position, the 
graduating valve 24 blanks the port v leading to chamber K, 
Therefore, in case the brake is held applied in overreduction 
position for a sufficient length of time and the leakage from the 
application chamber is so great that sufficient service-reservoir 
air cannot leak past the piston-packing ring, from chamber H 
into chamber G, to supply it, the service-reservoir charging 
valve will finally be moved upwards, opening direct connection 
between the service reservoir and the application chamber 
through port g, chamber H, ports v and y, port /in slide valve 
22, and port /. Should an overreduction reduce the brake-pipe 
pressure below the pressure of equalization of chambers Y and 
Z, quick-action will result. 

Preliminary Release Position. — In releasing brakes, a rise in 
brake-pipe pressure above the pressure in chambers D and E 
will cause the piston 20 to move toward release position. The 
equalizing piston 20 moves first, because the release piston and 
valves are designed so that they will require a greater differential 
pressure to move them than is necessary to move the equalizing 
piston and valves. When the equalizing slide valve 22 has been 
moved to preliminary release position, it is held momentarily 
with port 2 of the slide valve in register with port y of the seat. 
In this position, the pressure chamber Z is connected with 
chamber F by port/, ports w and i of the slide valve, and port i 
of the seat. Chamber-Z pressure in chamber F and the force 
of the equalizing-piston stop-spring 30 insure the slide valve 22 
siifficient time in the preliminary release position to reduce 
chamber- £ pressure below that in the brake pipe by an amount 
that makes positive the return of piston 3 to release position. 
Chamber-jE air exhausts through port y, port z of the sHde 
valve, cavity dw of the graduating valve, and port w of the 
slide valve, to the reduction-limiting-chamber exhaust w. 

Secondary Release Position. — The reduction of chamber- £ 
pressure results in the release piston moving to release position 



324 P C PASSENGER-BRAKE EQUIPMENT 



1 



while the equalizing piston still momentarily remains in position 
with port 2 of the slide valve in register with port y of the seat. 
This position is called the secondary release position. With 
piston 3 in release position, chamber F is connected with the 
emergency-piston exhaust port Ex by port i and cavity i 
of the release slide valve. At the same time, the pressure 
chamber Z is connected to the same port i and chamber F by 
the port /, ports / and i in the slide valve 22, and port i. The 
exhaust of chamber-Z air through port i tends to maintain 
the pressure in chamber F temporarily while slide valve 4 is 
increasing the port opening from chamber F to the atmosphere 
to insure the exhaust from chamber E being held open until 
after the release piston is in release position. As the movement 
of the release slide valve toward release position increases the 
size of the opening of port i, the pressure in chamber F gradually 
decreases until it is low enough for the differential pressure 
acting on the piston 20 to start the piston toward release 
position. This movement of the slide valve 22 gradually 
restricts and, finally, closes port /, thereby stopping the flow 
of chamber-Z air into port i and chamber F. Chamber-F air 
then exhausts to the atmosphere, and the equalizing piston is 
moved to release position and held there. When the slide 
valve 4 assumes release position, and before the slide valve 22 
moves to release position, a second passage is made for the 
exhaust of chamber- £ air to the atmosphere. 

In the release position of slide valve 4> port e of the slide 
valve registers with port e of the valve seat; therefore, cham- 
ber- £ air can pass through the ports e, the cavity w of the slide 
valve, and the reduction-limiting-chamber exhaust w. This 
connection, like the connection between ports z and y, is but 
momentary and is simply a second, or additional, opening from 
chamber E to the atmosphere. It should be understood that a 
brake-pipe pressure of from 1^ to 2 lb. above that in the appli- 
cation chamber X is all that is necessary to move the parts 
through the momentary successive positions of preliminary and 
secondary release to release position. 

With release slide valve 4 in release position, chamber-C and 
application-chamber air exhaust to the atmosphere through 
the port I, ports I and V in slide valve 22, and port T in the 



i 



PC PASSENGER-BRAKE EQUIPMENT 325 

seat, to the application-chamber exhaust. As chamber-C pres- 
sure reduces, chamber-0 pressure forces piston 78 forwards 
to release position and exhausts the service-brake-cylinder air 
through port n, chamber O, port k, and the service-cylinder 
exhaust. The pressure in chamber M exhausts through the 
ports em and en into port n and thence to the atmosphere. 

Graduated-Release Position. — ^With both piston 20 and 
piston 3 in release position, the control valve is said to be 
in graduated-release position, when the direct- and graduated- 
release cap 18 is turned, so as to cut in the graduated-release 
feature. If the cap 18 is turned into the position for direct 
release, the control valve is said to be in direct-release posi- 
tion. In both cases, the control valve is in release position, 
but the term graduated or direct is prefixed to show whether 
the cap 18 is turned so as to give a graduated or a direct 
release of the brake. 

The application chamber and chamber C are open to the 
atmosphere through ports I and V and the application-chamber 
exhausts. If it were not for the graduated-release feature, the 
release would be complete. However, the emergency reservoir 
is connected with chamber E through port c, ports c and e of the 
slide valve 22, port e, through the cap 18, port e, and port e of 
the shde valve 3, into chamber E. Before this connection was 
made, the chamber- £ pressure was reduced with the pressure- 
chamber pressure when the brake application was made. The 
emergency reservoir, on the other hand, is charged to normal 
brake-pipe pressure. Therefore, air from the reservoir will flow 
into chamber E, thence through port y, ports y and / of slide 
valve 22, and port / of the seat, to the pressure chamber Z. 
This pressure tends to increase the pressure in chambers E and 
Z at the same time that brake-pipe air is increasing chamber-5 
pressure. If chamber-^ pressure rises faster than chamber- B 
pressure, the differential pressure thus created on piston 3 will 
tend to move the piston toward the graduated-release lap posi • 
tion, and either wholly or partly stop the flow of air from the 
application chamber to the atmosphere and from the emergency 
reservoir to chamber E. If brake-pipe pressure increases very 
slowly, the increase in differential pressure may be sufficiently 
rapid to cause the release piston and graduating valve to 



326 PC PASSENGER-BRAKE EQUIPMENT 

graduate the release. If the rise in brake-pipe pressure is not 
slow enough to produce this action, the movement of piston 3 
toward graduated-release lap position wiU be sufficient to restrict 
the flow of air from the emergency reservoir into chamber E to an 
extent sufficient to adjust the rate of rise of pressure in chamber 
E equal to the rate of rise of brake-pipe pressure in chamber B. 
In this case, the release of air from the application chamber and 
chamber C will be correspondingly prolonged. 

Whether the brake will be released completely or be gradu- 
ated off depends on whether chamber-C pressure is exhausted 
completely at one time or is exhausted by degrees, the pressure 
being partly exhausted and then held stationary for a time, 
this operation being repeated several times. The pressure in 
the reduction-limiting chamber and in chamber 5 below the 
emergency slide valve is completely exhausted when a release is 
made, regardless of whether the release is graduated or direct. 
Chamber E (and the pressure chamber) is connected to cham- 
ber K through the port y, ports y and x of slide valve 22, and 
port X in the valve seat, and emergency-reservoir air can pass 
to chamber G through port c, ports c and v of slide valve 22, 
and port v when slide valve 22 is moved to release position. 
Whether the service-reservoir charging valve will be operated 
and thus permit the service reservoir to be recharged will 
depend on the relative pressures in chambers G and K and 
the service reservoir. With the ordinary manipulation of the 
brake, the service-reservoir charging valve will not be operated, 
so that no air will pass from the emergency reservoir into the 
service reservoir; the pressure chamber, however, will be 
recharged with emergency-reservoir air to within 5 lb. of the 
pressure in the emergency reservoir. The service-reservoir 
charging valve then opens and forms connection between the 
emergency reservoir and the service reservoir through chamber 
H, and the service and emergency reservoirs and the pressure 
chamber Z are all recharged to normal pressure by air from the 
brake pipe. 

In other words, in recharging the brake, first, the pressure 
chamber alone is recharged to within 5 lb. of emergency-res- 
ervoir pressure by air from the emergency reservoir, during 
vthich time the brake pipe alone is being recharged from the 



PC PASSENGER-BRAKE EQUIPMENT 327 

main-reservoir air supply through the brake valve. Connec- 
tion is then made between the service reservoir, the emergency 
reservoir, the pressure chamber, and the brake pipe, and the 
final stage of the recharging of all these parts is accomplished 
by air from the main reservoir passing through the brake valve. 

As main-reservoir air has the brake pipe alone to recharge 
during the first stage of the recharge, the rise in brake-pipe 
pressure is much more rapid than with the older types of 
brakes; hence, the release of the brakes throughout the length 
of the train is much more sure and positive than with the 
other types. 

Release Lap Position.-^The release of the brake is accom- 
plished by placing the brake valve in release position so as to 
raise brake-pipe pressure, recharge the brake pipe, and move 
the pistons 20 and 3 to release position. If the handle of the 
brake valve is left in release position, the brake will release 
in one continuous exhaust of brake-cylinder air without any 
graduations of brake-cylinder pressure. On the other hand, 
if the brake valve is moved to release position for a time and is 
then moved to lap, only part of the brake-cylinder pressure 
will be exhausted, and by repeating the movement of the brake 
Valve from release to lap positions the brake can be gradu- 
ated off. In graduating off the brake, while the brake pipe is 
recharging through the brake valve, the pressure chamber and 
chamber E are recharging with air from the emergency reser- 
voir. If, the brake-valve handle is moved to lap position when 
the brake pipe is only partly recharged, the continued flow of 
air from the emergency reservoir with chamber E will raise the 
pressure in chamber E above that in chamber B, which is now 
stationary, and cause the release piston 3 to move to graduated- 
release lap position. In this position, the shoulder of the stem 
of piston 3 is against the slide valve 4, the flow of air into cham- 
ber E ceases, and the graduating valve blanks port / and stops 
the exhaust of air from chamber C and the application chamber. 
This holds chamber-C pressure constant, and the application 
portion maintains brake-cylinder pressure constant and equal 
to chamber-C pressure. If the brake valve is again moved to 
release position and then back to lap position, piston 3 will be 
moved to release position and then back to release lap position, 



328 PC PASSENGER-BRAKE EQUIPMENT 

and this action will be repeated. The gradual release of the 
brake can be continued until the emergency reservoir and the 
pressure chamber equalize at a pressure about 5 lb. below nor- 
mal brake-pipe pressure. 

Release Position — Charging Pressure Chamber and Emer- 
gency and Service Reservoirs. — The recharging of the pressure 
chamber to within 5 lb. of brake-pipe pressure is accomplished 
with emergency -reservoir air. By the time this is accomplished 
the service-brake cylinder is entirely released, and the final 
stage of recharging the pressure chamber and the emergency 
and service reservoirs is accomplished by the use of air from 
the brake pipe. 

Direct- Release and Charging Position. — The direct-release 
position is the same as the graduated-release position, except 
that the direct and graduated-release cap 18 is turned to the 
position for the direct release of the brake. With cap 18 in 
this position, the brake cannot be graduated off. 

Changing the position of cap 18 cuts off the connection 
between the emergency reservoir and the application chamber 
and chamber E. During direct release, therefore, the cham- 
bers E and Z are recharged from the brake pipe through the 
feed-groove s' past the piston 3. There is direct connection 
between chambers E and Z through port y, ports y and / of 
slide valve 22, and port / of the valve seat. As chamber E 
charges from chamber B, chamber-£ pressure cannot increase 
above chamber-5 pressure; therefore, piston 3 cannot be moved 
to graduated lap position and the brake cannot be gradu- 
ated off. 

The chambers C and X are open to the atmosphere through 
port /, ports I and q of slide valve 4. port q, cap 18, port /', 
and the application-chamber exhaust. This affords an exhaust 
outlet for chamber X, which cannot be closed as long as the 
release slide valve 4- remains in release position. A second path 
from the application chamber to the exhaust leads through 
port /, port I in slide valve 4. cavity dw in the graduating valve 
6, ports V in the slide valve and seat, and the application-cham 
ber exhaust. It is possible, however, for this path to be partly 
restricted or, perhaps, entirely closed by the piston 3 moving 
the graduating valve 6 so as to close port / in the slide valve 4 



P C PASSENGER-BRAKE EQUIPMENT 329 

partly or wholly. The first path, however, insures direct con- 
nection to the atmosphere. 

There are two outlets from the application chamber to the 
exhaust in direct-release position, while there is only one outlet 
when cap 18 is turned so as to give graduated release. The 
capacity of the release port, therefore, is greater for direct 
release than for graduated release, and thus gives a more rapid 
release with the direct-release adjustment, which is desirable. 

Quick- Action Valve Venting. — Either a brake-pipe reduction 
that is too fast or a reduction so heavy that it reduces brake- 
pipe pressure below the pressure of equalization of the pressure 
chamber and the reduction-limiting chambers will produce a 
differential pressure on pistons 3 and W that will move them to 
their emergency positions. 

With the slide valve 4- in emergency position, emergency- 
reservoir air passes through port c direct into chamber E, thence 
through port r to the space below the quick-action closing valve 
139, Chamber T, above valve 139, is connected by port s 
with port o and the emergency-brake cylinder, which is con- 
nected to the atmosphere through port o, the cavity in the 
emergency slide valve, port o\ and the emergency-cylinder 
exhaust; consequently, the quick-action closing valve 139 is 
raised from its seat and emergency-reservoir air flows into the 
chamber W above the qmck-action piston 131. This forces 
down piston 131 and opens the quick-action valve 133 against 
the brake-pipe pressure in the chamber V that vents brake-pipe 
air to the atmosphere through chamber F, port qx, and the 
quick-action exhaust, thereby producing a local drop in brake- 
pipe pressure that transmits the quick-action serially through- 
out the train. 

Air from the emergency reservoir, after flowing to chamber 
E, passes through port / direct to chamber C and the appli- 
cation chamber. This forces piston 78 back into application 
position, which closes the exhaust ports k and opens the appli- 
cation-valve port wide, thus allowing the service reservoir and 
the service-brake cylinder to equalize through port g, chambers 
N and O, and port «. 

The movement of the slide valve 4 to emergency, position 
also opens the chamber P above the large emergency piston 



330 PC PASSENGER-BRAKE EQUIPMENT 

108 to the atmosphere through port p and cavity i in slide 
valve 4' Emergency-ceservoir pressure in chamber R forces 
the emergency piston 108 and the slide valve 110 to their emer- 
gency positions, thereby connecting the emergency-brake cyl- 
inder with the emergency reservoir through port c, chamber 
R, and port o and allowing the pressure to equalize in the cylin- 
der and reservoir; also, chamber R is connected to the service 
cylinder through port en and port n, thus allowing all the ser- 
vice- and emergency-brake cyHnders and reservoirs to equalize 
with one another. 

Chamber M, behind piston 78, is connected to the atmosphere 
through ports em, the cavity in the emergency slide valve, 
port o', and the emergency-cylinder exhaust. This is done to 
assist the pressure in chamber C moving the piston 78 quickly 
and positively to emergency position. It will be noted that in 
emergency position the pressure chamber Z is connected to 
chambers D and E, and chamber D is connected to chamber Y. 
The purpose of this is to equalize the pressure in all the cham- 
bers and reservoirs and to insure sufficient pressure on all the 
slide valves and graduating valves to hold them to their seats. 

Quick- Action Valve Closed. — The closing of the quick-action 
valve 133, after making a local vent to the atmosphere to trans- 
mit quick action serially throughout the train, is accomplished 
as follows: As soon as quick action occurs, emergency-cylinder 
pressure and, therefore, chamber- T pressure, begins to rise, 
while the pressure in chamber W and the emergency reservoir 
begins to fall. When the pressures in chambers T and W 
become nearly equal, the spring of valve 139 closes the valve 
and stops the flow of air into chamber W. The air thus trapped 
in chamber W escapes through the leakage hole Ih in the piston 
131 to the atmosphere through port qx and the quick-action 
exhaust. This balances the pressure on the two faces of piston 
131, and the spring of valve 133 and brake-pipe pressure closes 
the valve 133 and stops the escape of brake-pipe air to the 
atmosphere. If the brake-pipe pressure is entirely depleted, 
the spring of valve 133 will close the valve and thus insure 
against a loss of brake-pipe air when a release is made imme- 
diately after the quick-action application. 



PC PASSENGER-BRAKE EQUIPMENT 331 

LUBRICATING THE CONTROL VALVE 

Equalizing Portion, — The equalizing portions of the control 
valve should be lubricated with a high grade of dry graphite 
(not flake graphite) of the highest obtainable fineness and 
purity. Oil should not be used for this purpose. A free use of 
oil should be made in "rubbing in" the bearing surfaces of the 
equalizing portion, but all oil, gum, or grease should be thor- 
oughly removed from the slide valves and seats before lubrica- 
ting them, as foUows: Rub graphite on the face of the sHde 
valves and their seats, on the face of the graduating valves and 
their seats, and on the upper portions of the bushings where 
the slide-valve springs bear. The graphite should be applied 
in such a way as to fill in the pores of the brass and leave a very 
thin, light coating on the seats. After lubricating the parts, 
care should be taken not to touch them with the hands, as 
moisture tends to remove the thin coating of graphite and thus 
destroy the lubrication. 

The graphite is best applied with a stick about 8 in. long, 
to one end of which is glued a small pad of chamois skin. The 
skin on the end of the stick is dipped in the graphite, and the 
graphite is rubbed on the surfaces to be lubricated. A few 
light blows of the chamois on the valve seats will leave sufficient 
loose graphite on them. 

After the pistons and slide valves are replaced in the equal- 
izing portion, they should be moved to release position so that 
a little oil may be rubbed on the piston bushings; the pistons 
should then be moved back and forth several times to make 
sure that the oil is evenly distributed on the bushing. Only 
a thin coating of oil should be used, and it should be well 
rubbed in so that there will be no free oil left on the parts 
after they have been oiled. 

Application Portion. — The application valve and seat and 
the exhaust valve and seat of the application portion of the 
control valve should be cleaned; then they should be rubbed 
in with oil, which should be thoroughly removed; and finally, 
they should be lubricated with graphite in the same manner 
as the sHde valve and seats of the equalizing portion. During 
the time that the piston is removed, the cylinder should be 



332 BRAKE CYLINDERS 



le off 
icate ■ ■ 



cleaned and the walls lightly lubricated with a good grade 
valve oil. Clean the piston and piston ring and lubricate 
the ring and packing leather with a little good valve oil. 

Emergency Portion. — To lubricate the emergency portion of 
the control valve, remove the parts and thoroughly clean the 
bearing surfaces; rub in the parts, using oil for the purpose, 
and thoroughly clean off all oil and grease; then lubricate the 
bearing surfaces with graphite. Remove the top cover and 
take out the loose-fitting cylinder bushing; lubricate the large 
piston with a few drops of a good grade of triple-valve oil and 
apply the slide valve to the portion; lubricate the stop-bushing 
for the small emergency bushing, applying a few drops of oil 
to its inner surface; then replace the bushing and bolt on the 
top cover. Move the slide valve to release position and apply 
a few drops of good triple-valve oil to the walls of the large 
cylinder bushing, and then move the piston back and forth 
several times to distribute the oil properly. 

Quick-Action Portion. — Only the quick-action closing-valve 
piston 131 and the cylinder bushing of the quick-action portion 
require lubrication. Just a few drops of oil are sufficient; the 
piston, however, should be worked back and forth several times 
to distribute the oil properly. 



BRAKE CYLINDERS 



wSf I 



TYPE B DRIVER-BRAKE CYLINDERS 

In ordering type B brake cylinders, Fig. 1, or repair parts, 
specify the proper piece number and name. The driver-brake 
cylinders are furnished with outer and side flanges full unless 
the order specifies to the contrary. Either outer or side 
flanges will be removed when so specified on orders, in which 
case complete directions, with print showing exact dimensions 
desired, should accompany order. 

Ref. No. Name of Part 

2 Cylinder body. 

3 Piston and rod, includes 13 only 

4 Non-pressure head. 

5 Pressure head. 

6 Release spring. 



BRAKE CYLINDERS 



333 




334 



BRAKE CYLINDERS 



PIECE NUMBERS OF TYPE B DRIVER-BRAKE CYLINDERS 



Cylinders 


Piece 

No. of 

Cyl. 

Com- 


Cylinders 


Piece 
No. of 


Dia. 


Stroke 


Type 


Dia. 


Stroke 


Type 


Com- 


In. 


In. 


No. 


plete 


In. 


In. 


No. 


plete 


6 


8 


48-B 


8,618 


12 


8 


13-B 


7,318 


8 


6 


33-B 


1,148 


12 


10 


15-B 


7,339 


8 


7 


11-B 


1,134 


12 


12 


39-B 


7,378 


8 


12 


43-B 


6,236 


14 


10 


21-B 


7,203 


10 


6 


51-B 


9,687 


14 


12 


42-B 


7,260 


10 


8 


55-B 


1,115 


16 


10 


101-B 


22,038 


10 


10 


o5-B 


1,120 


16 


12 


47-B 


7,447 


10 


12 


99-B 


1,101 











Ref. No. Name of Part 

7 Cylinder-head bolt and nut. 

8 C^dinder gasket. 

9 Push-rod holder. 

10 Follower." 

11 Packing leather. 

12 Packing expander. 

13 Follower stud and nut. 

14 Push-rod with pin and cotter. 

15 Oil plug. 

16 Push-rod holder pin with cotter. 

17 Push-rod pin, with cotter. 



TYPE C DRIVER-BRAKE CYLINDERS 

The piece numbers of the type C driver-brake cylinders » 
complete, shown in Fig. 2, are as follows: 

PIECE NUMBERS OF TYPE C DRIVER-BRAKE CYLINDERS 



Cylinders 


Piece 
No. of 
Cyl. 
Com- 
plete 


Cylinders 


Piece 

No. of 


Dia. 
In. 


Stroke 
In. 


Type 
No. 


Dia. 
In. 


Stroke 
In. 


Type 

No. 


Com- 
plete 


8 
8 
10 
10 
10 
10 


6 
7 
6 
8 
10 
12 


33-C 
11-C 
30-C 
55-C 
35-C 
99-C 


1,207 
4,847 
1,192 
1,198 
1,184 
1.204 


12 
12 
12 
14 
14 


8 
10 
12 
10 
12 


13-C 
15-C 
39-C 
21-C 
42-C 


1,169 
1,175 
1,179 
1,258 
1,265 



BRAKE CYLINDERS 



335 




7 i"PIPE TAP 



Fig. 2 



Fig. 3 



The reference numbers of the various parts are as follows: 

Ref. No. Name of Part 

2 Cylinder body. 

3 Piston and rod, includes 9 only. 

4 Non-pressure head. 

5 Pressure head. 

6 Push rod, with pin and cotter. 

7 Cylinder-head bolt and nut. 

8 Cyhnder gasket. 

9 Follower stud and nut. 

10 Follower. 

11 Packing leather. 

12 Packing expander. 

13 Oil plug. 

14 Push-rod pin, with colter. 



PUSH-DOWN TYPE DRIVER-BRAKE CYLINDERS 

The piece numbers of the push-down type of driver-brake 
cylinders, complete, shown in Fig. 3, are as follows: 



336 



BRAKE CYLINDERS 



PIECE NUMBERS OF PUSH-DOWN TYPE DRIVER- 
BRAKE CYLINDERS 



1 



Cylinders 


Piece 

No. of 
Cyl. 
Com- 
plete 


Cylinders 


Piece 
No. of 


Dia. 
In. 


Stroke 
In. 


Type 
No. 


Dia. Stroke 
In. In. 


Type 
No. 


Cyl. 
Com- 
plete 


6 

6 

8 

8 

10 

10 

10 


6 
8 
6 
7 
6 
8 
10 


66 
48 
33 
11 
30 
55 
35 


2,529 
1,972 
1,358 
1,311 
1,333 
1,339 
1,342 


10 
12 
12 
12 
14 
14 


12 
8 
10 
12 
10 
12 


99 
13 
15 
39 

42 


1,345 
1,319 
1,325 
1,329 
1.354 
1.348 



The reference numbers of the various parts are as follows: 

Ref. No. Name of Part 

2 Cylinder body. 

3 Piston and rod, includes 13 only. 

4 Non-pressure head. 

5 Pressure head. 

6 Release spring. 

7 Cylinder-head bolt and nut. 

8 Cylinder gasket. 

9 Crosshead. 
10 Follower. 

t 11 Packing leather. 

12 Packing expander. 

13 Follower stud and nut. 

14 Oil plug. 



I 



PISTON-ROD CROSSHEADS FOR DRIVER-BRAKE 
CYLINDERS 

In Fig. 4 are shown the cross-sections and plans and the 
piece numbers of the piston-rod crossheads that may be used 
with driver-brake cylinders. 



BRAKE CYLINDERS 



337 



Pc.No.3743- 



PCNO.369.. (p~~0) fTTJ 



Pc.N0.3749. PcNo.3763. Pc.N0.3769. pc.N0.3771. 



Pc.N0.3693. 



Pc.N0.3694. 



iOi i 



n: 



Pc No 3725 Pc.Nb-3721. Pc;No.3-78 'PcNo.3779. 

09 ^ ■ 



Pc.N0.3695:. Pc.No.j732.pc.N0.374o. Pc.N0.3744. 




Pc.N0.3925. Pc.N0.3927. 



Pc.N0.3787. 



."^^^^1109 



r^^ ^~Q ) '^■''"''' """" 



PcNo.j^35>. p=rQczi:^ 

Pc2Jo4758. 



(o) 

pc.N0.362a 

>c.No.36l7" PcNo.38 1 7. ' PcNo 37**-^ PcNo.9398. 

Fig. 4 



u 



" Co; 



338 



BRAKE CYLINDERS 



ENGINE-TRUCK BRAKE CYLINDERS 

A cross-section of the engine-truck brake cylinders is shown 
in Fig. 1; the piece numbers of these cylinders are as follows: 



PIECE NUMBERS OF TYPE D ENGINE-TRUCK 
BRAKE CYLINDERS 





Cylinders 




Piece No. of 
Cylinder ± 
Complete | 

i 


Diam. In. . 


Stroke. In. 


Type No. 


6 


8 


48-D 


9,729 


8 


' 7 


11-D 


• 40,815 


8 


12 


43-D 


1,964 ^ 


10 


8 


55-D 


40,825 1 


10 


10 


35-D 


40,827 1 


10 


12 


99-D 


40,829 1 


12 


8 


13-D 


7,551 m 


12 


12 


39-D 


40,831 « 



The reference numbers of the various parts are as follows : 

Ref. No. Name of Part 

2 Cylinder body. 

3 Piston and rod, includes 13 only. 

4 Pressure head, with lever bracket. 

5 Non-pressure head. 

6 Release spring. 

7 Cylinder-head bolt and nut. 

8 Cylinder gasket. 

9 Push-rod holder. 

10 Follower. 

11 Packing leather. 

12 Packing expander. 

13 Follower stud and nut. 

14 Push rod, complete, includes 17. 

15 Oil plug. 

16 Push-rod holder pin, with cotter. 

17 Push-rod pin, with cotter. 

18 Detachable lever bracket. 

19 Lever-bracket bolt and nuts. 

Cylinders are not provided with bosses tapped for slack- 
adjuster connections unless so specified on orders. Should 
orders including truck brake cylinders or cylinder heads also 
cover slack adjusters, detachable brackets will be omitted, 
and cylinders arranged for attachment of slack adjusters. 



BRAKE CYLINDERS 



339 




TENDER- BRAKE 
CYLINDERS 

TYPE K AND TYPE L 
CYLINDERS 

Type K and type L 
tender-brake cylinders. 
Figs. 1 and 2, are pro- 
vided with detachable 
fiilcrum and seat for 
type P or type H triple 
valve. They are not 
arranged for slack-ad- 
juster connection, or 
for combined automatic 
and straight air, unless 
so specified on orders. 

All tender-brake-cyl- 
inder pressure heads 
with connection for 
quick-action triple valve 
are furnished as in Fig. 
3 (h), except that for 
ordinary equipments 
port c is not tapped, and 
bosses A and B not 
drilled. "When order- 
ing such pressure heads 
for the combined auto- 
matic and straight-air 
brake equipment, sched- 
ule SWA-SWB, specify 
port c to be tapped for 
|-in. pipe and plugged, 
plug to be flush on 
cylinder side of head; 
also that either of 
bosses A OT B should 



340 



BRAKE CYLINDERS 




BRAKE CYLIXDERS 



341 



be drilled and tapped for ^-in. pipe. The types K and L 
brake cylinders are not arranged for slack adjuster con- 
nection, or the type K cylinder for the combined auto- 




FiG. 3 



matic and straight air, unless so specified on orders. Slack 
adjusters are not recommended for xise with the No. GET 
equipment. 

The piece numbers are given in the accompanying tables. 



342 



BRAKE CYLINDERS 







^ 






















<N 




(M '-^ O O 






i-H 




00 CO l> O 






X 




tH ,-H t>^ rH 






^ 




CO (N T^ ci 






^ 




th (N (N (M 




































CM 




CD CSI CO (N 


g 








05 CM r-l t^ 




X 




05 05 "^ <». 


» 




rf< 


Si 










^, 


d 


C<l 


1 


Tt< 1-H 00 <N 


o 


*>. 




s 


a as (N 05 




O 


X 


;z; 


CD 00 .CO 00 










(N Os" CO oT 


M 


o 


c^ 


o 






o 


rH 








N 




'p^ 










n 


W 


i: 






p!i 




<M 












Oi CO tH t^ 


m 




X 




05 lO CO <N 










CM Oi 00 th 




b 




T-i tH cm 


S 










H 










M 




1^ 




o 00 00 o 






O lO o o 












1 




X 




CM cm" 00 CM 




00 




1-1 CM CM 


§ 








ill 


Wrg W u rt 


S 








|i-i 


3- 




1 






v: ^1 »H o > 

<u ^ (1) -M a; 


1 




O 






W^ U C (U 

Hill 








03 ».; o 


Jnii »H O d 


P* 




tj 




•9^1 














3 






















&s5-^a^lii 










Hb- 


H H 1 



i 



BRAKE CYLINDERS 



343 



/ 








CM 








X 












o 








^ 








(N 








X 




Tt* 


1 




fii 




«*-t 




o 


(N 


u 




<D 


X 


42 

s 


(N 


s 




^ 






cq 


$J 




p. 


X 












o 
















(N 








X 












00 





iOOSOJl>CO 05 00 CO l> OS J> T* CO CO CO O 05 l> l> o 

coi-Hcococo CO cc^>t>.^-^>oocooooo^Hr-^ooooco 



T}< l> lO (N l> 

»0 050C5rH 
COOOOOCO 



COO'^'CI>'<^COCOC0005t^l>0 
C<|^T_(^l^00cOC0(Ni-irH0000CO 

05 o q_ o q_ ^^»> t>.__ o o oc rn x^i> 

|> T-^ 1-H irH tH lO CXT 00 i-T Tj^*" O lO Tli" •<!*<' 



Tt^T-HCTlCOO 

t>C0(NOiC0 

^__cqo^(Ncq 

lO" iOCOt-hiOCO 



COCOiOCOOTt<COi-iOOC005l^l>0 
»~tC0CCC00500C0OC0i0i-i0000C0 
TjJ^ O o O^ O^ T-H t>.^ I> 0_ TlH_ 00 i-H 00 1> 



t^ T-( T}< lO 1-t l> 

i>»oococo TjH 
»c i-J^ '-T •^ tjh" o 



Tt<oo»-H(MOiococo'*coo>u:) 

r*<OrHi-*i-HO0000i-i»Oi-i00 
CO i-H 1-H »-H rH CO 00 00 i-H^ '^^ 00 '-J^ 
Oi ,-r i-T 1-H r-T cq rfi" TjT i-T tH o lO" 



oicor^cot^ !> 

,^^^^^ 00 
i-T »Oi-h"i-h"30*o6' CO 



CO!NOiOOiOCOCOI>COOiOO 

OCTfrHTtT-HOOOOO-^lOrHT-l 

P_ i-H l>. 1-J^ i-H C0_^ 00_ 00_ '-J^ -^^ 00_ UO 

co" i-^" 00* »-H T-T (m" tjI" Tt 1-1" 1-H o" C5 




. C^ ^'d W':P y; 0% g 

. . "JJ M {/3 "^ Co C 

fli Jnt^ d <D <1^ 1^ <1>^ ^-j; 
J)0 Ui ^ ^ u u Wp ^H^ 

c a;;?o • 55 m w c 5? g 

i-^-^ctf^^ 5 o oi^ a; u 



O nJ ctS <IJ O I 






344 



BRAKE CYLINDERS 





^ 








(N 








X 












CD 
















(N 








X 












-^ 


u 








Tl 




C 


^ 




(N 


>. 




u 


X 






o 


(N 


a; 




N 








UJ 


^ 








(M 








X 












o 
















(N 




1-1 




X 












O) 



^^ 



y^t^ to Ci 05 (N CO CO J> Oi b» tH CO CO ^5 O OS 
OiW CO i-H CO t^ rfi t^ 1> t> t^ 00 CO CO X --H ,-t 

Ti^o cooocoTi^oooqooT-n>r^oooo 



Ciio Tt<i>io^(rqoTt<ioi>T^cocc^cooo5 

OiOO O Oi O 05 Tt< 1-1 rH ,-1 r^ 00 CO CO (M r-H i-H 

coco cqcqoo^OiOOOO'pHi>.t^^o_o_ac 



I 



COI> Tt< 1-1 C: 00 l> CO lO CO O rt^ CO r-i 00 CO 05 

1>05 1> CO (M 00 l> CO CO CO 05 00 CO O CO lO T-i 

-HrH 1-^_cqo^o^>oo_oorH^>^>.p_Ti^_oq 

ifSid LC' CO i-< Tl^'TJ^"1-^1--^1-^ tH 10 00 05^ i-Hi-J"o 



(N ^1^ 



"^(Ni '-.'^l'-loi>T-ii-Hi-HT-Hcqoqx_'-*_TtH_oq 

* r-T TjT T^" rH i-T r-T tH Oi Tf Tf .-J' rH O' 



c^ico a^cot^o^c^o>ooiococoi>coo5 

l>T-i rj^ Ttt T-i |> t>. Tt^ —I Tf 1-1 O 00 00 Tt^ »0 i-H 

— T-J kOrHT-HlOTJ^T400*1-^1-^"(^^'" "<t rj^^'^'o" 
r-t <M i-i 



(Ml C^ CO Tj< LO lO CO 1> 00 O O '-i (M CO T^ lO 






• ^ W (U 
(J (V 






cj d 
d u 

O X ► --( CD di 

fe fet^ ^ 2i 2^ 2^ - 

■S.S-dO A ^ ^ o 



I 3^ 



t-<T3 

C C t/3 ^ 
ct OS 1] o 



^■5 



BRAKE CYLINDERS 



345 



PASSENGER-BRAKE CYLINDERS 

TYPE M PASSENGER-BRAKE CYLINDER 

The type M passenger-brake cylinders, shown in Fig. 1, are 
used with standard (schediile PM) quick-action passenger-car 




Fig. 1 

brake equipments, the seat on the pressure head being suitable 
for the type P triple valve. These cylinders, however, can be 
adapted to take the type L triple valve by use of filling blocks. 



345 



BRAKE CYLINDERS 



-u en 
be G 

II 


lOOOOCiO 
COOOCOCOOCM 


t^^ 


(N CO T-H (M (M (M 


H ^ 


05 00 00 05 05O 


M « 


locococo coi> 


pi.S 


CO Tt< lO lO I> 00 


a^ 




d, ^ 


rtl00H|00Hl«H«HNHl-* 


o^ 




zi . 


h1n«,1«h|Sh1n«|*h|S 
Tt( Tt« Tt^ rJH tH TtH 


s^ 


CO Tj^ lO CO l> 00 




n|«Ml«,«I=o«|»H|2«l^ 
■rti iC CO l> 00 C5 


M^ 




-.^ 


:^S1S1SS|2S|2hK 


w^ 


-^ Tt- Tf Tt( Tj< rt^ 


o ^ 


niTKH|*;::;|2Hi?.HiNmi<» 

COTtlTM>l>00 


fe « 




w^ 


lO CD »0 lO lO lO 


Q >i 


CO CO TJH lO to CO 
CO CO CO CO CO CO 


^^ 


ic »-- r^ i> i> t^ 


m^ 


t^OOI>l>l>t^ 


<5 d 


to CO »o CO CO CO 


Cylinder 
Size 
In. 


xxxxxx 

CCOOOC^ Tt^CO 



Cylinders of 10 in. diameter 
or less are flat on top. The 
cylinders, end flanges and the 
walls of the body do not extend 
above the supporting flange. 
P-1 triple valves are used for 
cylinders, 6 in.X12 in., 8 in. 
X12 in., and 10 in.X12 in.; 
P-2 triple valves are used for 
cylinders, 12 in.X12 in., 14 in. 
X12 in., and 16 in.X12 in. 
The dimensions and weights of 
the cylinders and their piece 
numbers and the piece and 
reference numbers of the vari- 
ous parts are given in the ac- 
companying tables. 

The slotted crosshead, Ref. 
No. 6, is used when the hand 
brake rigging is designed ti 
work in harmony with the air- 
brake system, an arrangement 
that is recommended for all con- 
ditions where it is practicable. 

Unless otherwise specified, 
the quick-action triple-valve 
head with slack-adjuster lug. 
with a detachable lever bracket 
is furnished on all orders for 
or including this part. This 
bracket can be easily removed 
to allow the application of the 
American automatic-slack ad- 
juster, thus obviating the neces- 
sity of changing the head. 
Shotild orders including cylin- 
ders or cylinder heads also cover 
slack adjusters, detachable 
brackets are not supplied. 



i 



BRAKE CYLINDERS 



347 







^ 
























(N 




»-4 CO lO l^ 

t^ CO O Tt* 






X 




O t^^ CO t>.^ 










1-1 tJh" O -^^ 






CD 




(N (N (N 












v> 










psi 


^ 




g 




1-H 




O «^ lO cc 

CO CO Tt* Tt< 


^ 




X 




»q r>._^ t^_^ b* 


S 




5 




rH T*i" TtJ" -<}<" 




■^ 




(N (N (N 


o 












^ 
















1 


<M 




CC -^ CO Tf 






t-i 


O CO Tt< rt< 


PS 


X 


iq t^_^ I> t*^ 


a 


5 


,D 


i-T T^ TjT rjT 


n 


.s 


<N 


a 


<M (N <N 


(k 


u 




3 

0) 




^ 

g 


5 






C^ 


o 


(N CO ^ N 


S 


1-4 


<u 


O CO -^ Tt< 


» 


N 


X 


s 


lO t>^ l> t>^ 


Oi 


CO 






1-^ "^t rfn" tJh" 


^ 








(N (N (N 


Pi 












cq 




t^ C5 OS O 








lO (N CO '**< 










CO CO t>^ ^ 


s 




X 




CO* co" TjT '(jT 










(N (N 


H 




CO 






pq 






M 




N 




05 O l> 00 


(^ 








Tt^ »0 CO CO 








1-1 ^^ t>.^ N. 


fa 




X 




O O TtT Tjl* 








tH 1-1 N c^ 


o 




CO 






CO 

p< 








a -iPM 


til 




PQ 








diJi ' <uJ2 d (u o 


d) O'"' 




1 




1 






lll 










fe.S : i.Bs 0)0 a; 


fli O (U 








o 




be rt . bp rt y, bfl w +^ W'w tJ 




1 
















^ fe 1^ fc|^ fc-^"^ fe-o-^ 


















g.S 8 g.E 8 g.S^ g;.S^£ 










H H H 


H 


1 



348 



BRAKE CYLINDERS 



(^ 




<N 








X 












CO 
















<N 








X 












■^ 










0! •' 


(N 


CU[ 






05(MOcoco'^ai05iocoi>QrN.ooJOiOTt*(N 

OOiLOl>QClt^'-H>001>COOOCOa)'-''-'OCCOOO 
l> O uD O C^^t^^O^i-H CSJ^i> 1-H t>. 00 O 00 C3 CO O (M 

TJ^' .-T O" rH T-H 00 1-H »0' 1-H 00 O tJh" tJh" T^ O" rH tH tH (N 



tH rHrH C^ 



00 CO CO 



COa>'<tCOOCO»OTt<l>COI>OI>OOr«»OrJ<(M 

CDlOl>(N»-li-trH00l>C000C000'-lrH00C0OO 

t'^cq»oooi> OrHoi>,-Hi>oqooqcQ iX)0(m 

tH 00 O" rH i-H OO' 1-4 lO 1-H OO" »0 rl^" tJi" tJh" O" r4' rH rH oi 
r-H C^ I— I 



•S X 



M-^ 1 1^ O »-i 

O I ^ U- LC 

^.1 



C<)l>tOOOCO<NcOTt<OCOt^OI>COOiTt<iOT+<(N 
OTtli^COCO'-tCOOOOiCOOOCOOOiOi-HOOCOOO 

i> o i-H o^ p t^ o^ i-H o i> --H t>-__ 00 "^^ 00 (N o^ q_ (N 



t>CC05 

»-H i_0 Tt^ 



TH^THTfOOTHoqioocouOt^ 
COOt>'-iO'-HTHO'-HXQOtN 

t>lOT-l.-li-ir^r-ICOr-HOOi-fT« 



COOOiO'^fM 
^1-HOOCOOO 
TjHOOCMCOOtM 



T+f 1-H CO T-l .-H 00 .-( C^ i-H •«* lO C^ T-H O i-H i-i r-l (N 



COi-<(N 

pp_co 
t-o'cc'co 



COrHTfllXNOlOlOOCOOOt^ 
i-HOI>TtHrtHi-tTt^O'-H00'-l(N 
(X)lO.-lrHT-U>,-H(rO>-HOClO'^ 



CO Ci »0 kO rt< -^ 
iOt-hXCOOO 
Tt^OOfM COOO 



CO rH CO i-H i-H 00 i-H (N rH Ttl Oi (M rH O rH .-H rH r 



CO IT! 00 

i^b-co 

00 00 00 



rHi-HTt<O0 00OiT-<lC|>CO00i> 
lOOt>^C0OTlH^l>00rH(M 
rHlOrH(M(N|>C^C000CJ0lCTf 



CO 05 lO »0 -"iH -^ 

lOrHOOCOOO 

Tf ooc<icocp 

^-OrH'T-TT-TrM" 



p^z 



I 



^ 






s 



l;co <u 

"^ w 






S Vh J^ OS 

J5 03 a; a; 

•So ^ [g^Jg^.gg.S o 
-^■g S a;rH p o d'n'^'Ti 



^lii 






I'd 



rt oj ^ 



0) ^-<^ CD <U 






2'^^|3bobOa;ia;>>>^ 






■.S.S ^ ^"^ <u cu i t, 

I 03 03 O <U >*,«-'>,«-' <U 
i^ChPhP^OHHHk-I 



Jh 03 05 (U {>» 

I _C . rr. i7 o3 

> o c a >^ 



BRAKE CYLINDERS 



349 




350 



BRAKE CYLINDERS 



3a 


o»oio»ooo 


Pi 


eN':3|SHl^HSM|«H|« 


Hi 


r-i«.-i«-l:s:2is 

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TYPE N PASSENGER-BRAKE 
CYLINDERS 

The type N passenger-brake 
cylinders. Fig. 2, are used with 
new schedule LN quick-action, 
quick-service , g r a d u a t ed-re- 
lease, quick-recharge, high- 
emergency pressure, passenger- 
car brake equipments, the seat 
on the pressure head being suit- 
able for the type L triple valve. 
Cylinders of 10 in. diameter or 
less are flat on top; end flanges 
and walls of body do not ex- 
tend above supporting flange. 
It is strongly recommended that 
for all conditions where it is 
practicable, the hand-brake 
rigging be designed to work in 
harmony with the air-brake 
system. Where this is done, a 
slotted cross-head is used. 

Unless otherwise specified, 
the quick-action triple valve 
head with slack adjuster lug 
having a detachable lever 
bracket is furnished on all 
orders for or including this part. 
The lever bracket can be easily 
removed to allow the applica- 
tion of the American auto- 
matic slack adjuster, thus 
obviating the changing of the 
cylinder head. If orders in- 
clude slack adjusters, lever 
brackets will not be supplied. 
The dimensions and weights of 
the cylinders are given in the 
accompanying tables. 



BRAKE CYLINDERS 



351 









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BRAKE CYLINDERS 




BRAKE CYLINDERS 365 



FREIGHT-BRAKE CYLINDERS 

TYPE C, 8''X12" FREIGHT-BRAKE CYLINDER AND 
RESERVOIR COMBINED 

Freight-brake cylinders are made in two styles, the type 
C in which the cylinder is secured to or combined with 
the auxiliary reservoir, and the type D in which the cylinder is 
detached from the reservoir. The type C brake apparatus, 
shown in Fig. 3, is furnished, with schedules HC-812 or 
KC--812, for freight cars the light weight of which is not less 
than 22,000 nor greater than 37,000 lb. The total leverage 
should never exceed 9 to 1. The piece number of the freight- 
brake cylinder and reservoir combined is 2,438; the weight, 
225 lb. The piece and reference numbers of the various 
parts are: 



Pc. No. 


Ref. No. Name of Pari 


1,216 


2 


Cylinder body. 8 in.X12 in. 


1,246 


3 


Piston and rod, includes 5 only. 


1,217 


4 


Non-pressure head. 


2,305 


5 


Follower stud and nut. 


1,142 


6 


Follower. 


28,710 


7 


Packing leather. 


1,145 


8 


Packing expander. 


1,110 


9 


Release spring. 


1,147 


10 


Cylinder gasket 


4,883 


11 


Cylinder- head bolt and nut. 


4,887 


12 


Reservoir stud and nut. 


2.439 


13 


Reservoir, includes 12, 14, and 16. 


1,004 




Drain plug. 


*2,427 


15 


Triple*-valve gasket. 


4,904 




Reservoir tube. 


4,889 


17 


Reservoir-cylinder bolt and nut. 



TYPE C, 10''X12", FREIGHT-BRAKE CYLINDER AND 
RESERVOIR COMBINED 

The type C brake apparatus, shown in Fig. 4, is furnished, 
with schedules HC-1,012 and KC-1,012, for freight cars the 
light weight of which exceeds 37,000 lb. The total leverage 



^Listed for convenience only; not included in Piece No. 2,438. 



5,037 


3 


1,104 


4 


2,305 


5 


1,108 


6 


28,711 


7 


1,112 


8 


1,110 


9 


1,114 


10 


4.883 


11 


4,887 


12 


21,838 


13 


1,004 




*4,886 


15 


4,906 




4,889 


17 



356 BRAKE CYLINDERS 

should never exceed 9 to 1. The piece number of the freight- 
brake cylinder and reservoir combined is 23,733; the piece and 
reference numbers of the various parts are given in the ac- 
companying list. Weight, 300 lb. 

Pc. No. Ref. No. Name of Part 

1,250 2 Cylinder body, 10 in. X 12 in. 

Piston and rod, includes 5 only. 

Non-pressure head. 

Follower stud and nut. 

Follower. 

Packing leather. 

Packing expander. 

Release spring. 

Cylinder gasket. 

Cylinder-head bolt and nut. 

Reservoir stud and nut. 

Reservoir, includes 12, 14, and 16. 

Drain plug. 

Triple- valve gasket. 

Reservoir tube. 

Reservoir- cylinder bolt and nut. 

TYPE D, 8"X12'', FREIGHT-BRAKE CYLINDER AND 
RESERVOIR DETACHED 

The type D brake apparatus, shown in Fig. 5, is furnished, 
with schedules HD-812 or KD-812, for freight cars the light 
weight of which is not less than 22,000 nor greater than 37,000 
lb., but the construction of which prevents the application of 
the type C brake. The total leverage should never exceed 
9 to 1. The connection between the auxiliary reservoir and 
brake cylinder should be as short as possible; if piping exceeds 
8 or 10 ft., the braking effect is likely to be noticeably impaired.. 
The piece number of the freight-brake cyl.nder, with plain 
pressure head, complete, is 2,447; of type D, freight auxiliary 
reservoir, complete, 2,445. Either a plain head with lever 
bracket lug, Pc. No. 15,385, or a plain head with detachable 
bracket, Pc. No. 4,952, is furnished with complete brake cylin- 
ders, at an extra price, except when included with full sets of 
freight brakes, in which case no extra charge is made. Net 
weight of cylinder, 130 lb.; auxiliary reservoir, 100 lb. 



*Listed for convenience only ; not included in Piece No. 2,438. 



BRAKE CYLINDERS 



357 



Pc. No. 


Ref. No. Name of Part 


1.216 


2 


Cylinder body, 8 in. X 12 in. 


1.246 


3 


Piston and rod, includes 5 only. 


1.217 


4 


Non-pressure head. 


2,305 


5 


Follower stud and nut. 


1,142 


6 


Follower. 


28,710 


7 


Packing leather. 


1,145 


8 


Packing expander. 


1,110 


9 


Release spring. 


1,147 


10 


Cylinder gasket 


4,883 


11 


Cylinder-head bolt and nut. 


4.887 


12 


Reservoir stud and nut. 


2.445 


13 


Detached reservoir (includes 12 
drain plug). 


1.004 




Drain plug. 


*2.427 


15 


Triple- valve gasket. 


2,448 


18 


Pressure head. 



and ^-in. 




^ 



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P 



In freight-brake equipment, the connection between the 
auxiliary reservoir and the brake cylinder should be as short 
as possible. If piping exceeds 8 or 10 ft., the braking effect is 
likely to be noticeably impaired. 



♦Listed for convenience only, not included in Piece No. 
23,733. 



358 



BRAKE CYLINDERS 



An improved form of brake-cylinder expander ring, called the 
J-M expander ring, has recently been introduced. This ring 
embodies certain mechanical features of merit in the matter of 
applying and maintaining brake-cylinder packing leathers, and 
has proved very satisfactory in actual service. The W. A. B. 
Company carries all sizes in stock at Wilmerding, Pa., and will 
substitute this ring for the standard expander ring on request 
and at an additional price. 

TYPE D, 10"X12", FREIGHT-BRAKE CYLINDER AND 
RESERVOIR DETACHED 

The type D brake apparatus, shown in Fig. 6, is furnished, 
with schedules HD-1,012 or KD-1,012, for freight cars the 




Fig. 6 

light weight of which exceeds 37,000 lb., but the construction 
of which prevents the application of the type C brake. The 
total leverage should never exceed 9 to 1. The connection 



i 



BRAKE CYLINDERS 359 

between the auxiliary reservoir and brake cylinder should be 
as short as possible; if piping exceeds 8 or 10 ft., the braking 
effect is likely to be noticeably impaired. The piece number 
of the freight-brake cylinder, with plain pressure head, com- 
plete, is 4,868; of type D freight auxiliary reservoir, complete, 
is 24,446. The piece and reference numbers of the various 
parts are given in the accompanying list. 

Pc. No. Re J. No. Name of Part 

' Cylinder body. 10 in. X 12 in. 
Piston and rod, includes 5 only. 
Non-pressure head. 
Follower stud and nut. 
Follower. 
Packing leather. 
Packing expander. 
Release spring. 
Cylinder gasket. 
Cylinder-head bolt and nut. 
Reservoir stud and nut. 
Detached reservoir, includes 12, 14, and 16. 
Drain plug. 
Triple- valve gasket. 
Reservoir tube. 
Pressure head. 



1,250 


2 


1,251 


3 


1,104 


4 


2,305 


5 


1.108 


6 


28,711 


7 


1,112 


8 


1,110 


9 


1,114 


10 


4,883 


11 


4,887 


12 


24,446 


13 


1,004 


14 


*4,886 


15 


4,906 


16 


4,869 


18 



CLEANING THE BRAKE CYLINDER 

The non-pressure head and the piston should be removed 
from the brake cylinder and the cylinder cleaned with kerosene 
and waste to remove all the gum and dirt so that the walls 
will have a smooth surface. The leakage groove should be 
scraped out clean and the walls of the cylinder rubbed with 
waste saturated with kerosene. If there are any rough or 
rusty spots left, they should be smoothed with fine sandpaper; 
then all traces of the kerosene and dirt removed and the wall 
of the cylinder thoroughly covered with heavy grease provided 
for that purpose, rubbing it on well with the hand giving the 
best results. When cleaning the brake piston, take out the 
expander ring and clean the piston-packing leather by rubbing 



♦Listed for convenience only, not included in Piece No. 
24,446. 



360 



BRAKE CYLINDERS 



it with clean oily waste. If the leather is worn out or imper- 
fect in any way, replace it with a new one. The flesh side of 
the leather should be next to the cylinder walls, because it 
wears better and is not so apt to leak when put in this way. 
See that the follower head is in good condition and that the 
bolts are tight; also, that the piston rod is tight in the piston 
head. Soften the packing leather by working it with grease; 
put some grease in the expander-ring groove and replace the 
piston in the cylinder. To enter the piston properly, start it 
in edgewise, having the rod extended downwards at 45° with 
the cylinder; then slowly raise the piston while shoving the 
packing leather into the cylinder with the fingers. When it 
is entered, shove it back to position and turn the piston rod so 
that the expander-ring joint will be at the side of the cylin- 
der and away from the leakage groove; secure the non- 
pressure head. Also, see that the bolts that secure the brake 
cylinder to the car are tight. The brake may then be properly 
connected up, tested, and any 
CROSS-SECTIONAL AREA ^^les and regulations regarding 
OF BRAKE CYLINDERS ^-ecords, etc. complied with. 



Size of 


Area 


Cylinder 


Square 


Inches 


Inches 


8 


50 i 


10 


781 


12 


113 


14 


154 


16 


201 


18 


254^ 



CROSS-SECTIONAL 
AREA OF CYLINDERS 

The accompanying table 
gives the cross-sectional areas 
for the standard sizes of brake 
cylinders. The calculation of 
the capacity of brake cylinders 
and reservoirs may be made by 
the following rule: 

Rule. — To find the cross-sectional area of a cylinder, in square 
inches, multiply the internal diameter, in inches, by the diameter 
and by .7854. 

Example. — ^What is the cross-sectional area of a cylinder 
whose internal diameter is 10 in.? 

Solution.— The area equals lOX 10 X. 7854 = 78.54 sq. in., 
call it 78^ sq. in. 



BRAKE CYLINDERS 



361 



CAPACITY OF CYLINDERS 

The capacity of a brake cylinder may be found by applying 
the following rule: 

Rule. — To find the capacity of a brake cylinder, in cubic 
inches, multiply the cross-sectional area of the cylinder, in square 
inches, by the piston travel, in inches. 

Example. — What is the capacity of an 8-in. brake cylinder 
having an 8-in. piston travel? 

Solution. — The area of the cylinder (from table) is 50 j sq. 
in. The travel of the piston is 8 in. Hence, the capacity of 
the cylinder is 8X50^ = 402 cu. in. 

The capacity of a brake cylinder is really greater than the 
amount calculated by this rule, for the reason that there is 
extra capacity that the rule does not take into consideration. 

CAPACITY OF AIR-BRAKE CYLINDERS 



Size of Cylinder 


Piston Travel 


Capacity 


Inches 


Inches 


Cubic Inches 


8 


8 


450 


10 


8 


675 


12 


8 


950 


14 


8 


1,280 


16 


8 


1,650 


18 


8 


2,085 



In freight equipment, the capacity of the auxiliary tube and 
the cylinder clearance (the space between the brake -cylinder 
piston and the end of the auxiliary when the piston is in the 
position it assumes when the brake is released) is not consid- 
ered, while in passenger equipment, the capacity of the pas- 
[ sage in the brake-c^^'linder head and the cylinder clearance 
i must be added to the cylinder capacity. Usually about 48 
I cu. in. is added to the calculated capacity of a brake cylinder 
to make up for the cylinder clearance, etc. 
( In the accompanying table, the capacities of the standard 
I brake cylinder are given, due allowance having been made for 
k cylinder clearance, etc. 



362 



BRAKE CYLINDERS 



If the rule for the capacity of a cylinder is appHed for a 
piston travel of 1 in., the number of cubic inches the capacity 
of a brake cylinder will change for each inch increase or decrease 
of piston travel, is numerically equal to the area of the cyl- 
inder. For example, the capacity of an 8-in. cylinder will 
change 50? cu. in. for every 1 in. of change in the piston travel; 
that of a 10-in. cylinder will change 78| cu. in.; that of a 12-in. 
cylinder, 113 cu. in.; and so on. 



FORCE EXERTED IN BRAKE CYLINDER 

The total allowable braking force should not be exceeded 
when an emergency application of the brakes is made, since 
at such times it is especially important that no wheels slide, 

FORCE EXERTED IN BRAKE CYLINDER 





Force Exerted ■ 


Size of Cylinder 




1 


Inches 


With 50 Pounds 


With 60 Pounds 1 




Pressure 


Pressure Y 




Pounds 


Pounds 


6 


1,400 


1,700 


8 


2,500 


3,000 


10 


3,900 


4,700 


12 


5,650 


6,800 


14 


7,700 


9,200 


16 


10,000 


12,000 


18 


12,700 


15,250 



as a sliding wheel exerts but little retarding force. For this 
reason, the braking power is calculated on the assumption ; 
that, in an emergency application, 60 lb. pressure is obtained i 
in the brake cylinder with a quick-action brake, and 50 lb.T i 
with a plain triple. f I 

The total force, in pounds, that a brake cylinder will develop ' 
when subjected to 50 and 60 lb. pressure per sq. in. has been 
calculated for several sizes of cylinders; the results are given in 
the accompanying table. 



BRAKE CYLINDERS 



363 



The force exerted in a brake cylinder is found by multiplying 
the area of the piston, in square inches, by the pressure per 
square inch in the cylinder. Thus, if the piston has an area 
of 154 sq. in., it will develop a force of 154X50 = 7,700 lb. 
under a 50-lb. pressure. 

The area of a piston may be found by multiplying the 
diameter of the piston, in inches, by the diameter and by 11, 
and dividing by 14. Thus, the area of a 10-in. piston is 

10X10X11 

- = 781 sq. in., nearly. Another, and slightly more 

accurate, method of calculating the area of a piston is to multi- 
ply the diameter, in inches, by the diameter, and by .7854. 



FILLER BLOCKS 

The filler block with double check-valve is used with freight- 
car brake equipments having the type K triple valve where it 




is desired to combine the straight-air brake with the automatic 
brake for heavy-grade service, and where a straight-air brake 
is desired on such self-propelled vehicles as steam shovels, 



364 



BRAKE CYLINDERS 



derrick cars, etc. The filler block is inserted between the triple 
valve and the reservoir, and is fastened to the reservoir by two 
studs, Piece No. 13,435, for the K-1 triple valve and three 
studs for the K-2 triple valve. An extra gasket suitable for the 
triple valve employed is also required. Fig. 1 illustrates the 



— 2i- 




5 3 2 4 6 

Fig. 2 

filler block used with the K-1 triple valve, and Fig. 2 the filler 
block used with the K-2 triple valve. Their weights are 19i lb. 
for the K-1 block, and 19 lb. for the K-2 block. 

FILLER BLOCK WITH DOUBLE CHECK-VALVE 

For K-1 Triple Valve 
Pc. No. Ref. No. Name of Part 



48,280 




Filler block, complete. 


47,838 


2 


Filler-block body, complete. 


40,177 


3 


Check-valve. 


40,317 


4 


Cover. 


40,318 


5 


Cover gasket. 


25,206 


6 


|"X4|" square-head bolt and nut 


2,202 




|-in. pipe plug. 

For K-2 Triple Valve 


40,798 




Filler block, complete. 


40,770 


2 


Filler-block body, complete. 


40,177 


3 


Check- valve. 



BRAKE CYLINDERS 



365 



Pc. No. Ref. No. Name of Part 

40,307 4 Cover. 
40,318 5 Cover gasket. 

25,206 6 ¥'XW square-head bolt and nut. 
2,202 l-in. pipe plug. 

If filler block for use with K-1 triple valve, having auto- 
matic cover tapped for |-in. drain cock, is desired, the order 
must so state, giving the complete Piece No., 47,881. In that 
event, a check- valve cover tapped for i-in. drain cock, com- 
plete, Piece No. 48,202, will be substituted for the cover, Piece 
No. 40,317. 

When cars already equipped with the old standard 
(schedule PM) apparatus are to be changed over to the stand- 
ard schedule LN equipment, and when 
the foundation brake-gear design permits, 

it may be desirable to 

leave the old type M i 

brake cylinder in po- ll 

sition on the car instead of ' 

replacing it with a new 

type N cyjlinder. This 

can be accomplished by 

the use of one of the fol- 
lowing filling blocks, one face of which fits the seat on the brake 
cylinder, the other face being a seat suitable for the type of triple 
valve to be used. When a filler block. Fig. 3, is used, an extra 
gasket, suitable for the triple valve employed, is required. 

Pc. No. 

9,361 Filler block for changing from P-1 to L-l-B triple valve 

9 ,357 Filler block for changing from P-2 to L-2-A triple valve 

13,006 Filler block for changing from P-2 to L-3 triple valve 

In m.aking the change from the PM equipment to the LN 
equipment and leaving the type M brake cylinder in place on 
the car, if it is found impracticable to use the filler block, the 
triple valve can be mounted on a bracket and a suitable cover 
plate. Fig. 4, bolted to the triple- valve seat on the brake- 
cylinder head, making the necessary pipe connections from the 
cover plate to the triple- valve bracket. 

Pc.No. . 
9,235 Cover plate for 6-, 8-, or 10-in. type M brake cylinders. 
14,581 Cover plate for 12-, 14-, or 16-in. type M cyUnders. 





Fig. 3 



Fig. 4 



366 



BRAKE CYLINDERS 



PRESSURE HEADS FOR TRUCK- AND TENDER-BRAKE 
CYLINDERS 



Name 



Plain head for 

6-in. cylinder 

8-in. cylinder 

10-in. cylinder 

12-in. cylinder 

M-in. cylinder 

16-in. cylinder 

Plain head with lever-bracket lug, bolts, 
and nuts for 

6-in. truck cylinder 

, 6-in. tender cylinder 

8-in. truck and tender cylinder 

10-in. truck and tender cylinder 

12-in. tender cylinder 

12-in. truck cylinder 

14-in. cylinder. 

16-in. cylinder 

Plain head with detachable bracket for 

6-in. truck cylinder 

6-in. tender cylinder 

8-in. truck and tender cylinder 

10-in. truck and tender cylinder 

12-in. tender cylinder 

12-in. truck cylinder 

14-in. cylinder 

16-in. cylinder 

Plain head with connection for types HorP 
triple valves for 

8-in. cylinder 

10-in. cylinder 

12-in. cylinder 

14-in. cylinder 

16-in. cylinder 

Head with lever-bracket lug, bolts, and nuts, 
and connection for types H and P 
triple valves for 

6-in. cylinder 

8-in. cylinder 

10-in. cylinder 

12-in. cylinder 

14-in. cylinder 

16-in. cylinder 



Piece 
No. 


Type 



Ref. 

No. 


8,614 




1,136 


O 




1,103 


O 




3,981 


O 


1 


1,003 







1,071 


O 




4,938 


P 




56,162 


P 




15,470 


P 




14.084 


P 




14,088 


P 




18,118 


P 




14,091 


P 




15,472 


P 




4,941 


Q 




56,161 


Q 




4,775 


Q 




4,776 


Q 




4,777 


Q 




7,582 


Q 




4,942 


Q 




4,913 


^ 




4,781 


R 




4,779 


R 




4,945 


R 




4,946 


R 




4,947 


R 




14,634 


S 




55,816 


S 




56,152 


s 




15,293 


s 




14,092 


s 




24,767 


s 





AUXILIARY RESERVOIRS 

Table — (Continued) 



367 



Name 



Head with detachable bracket, and connec- 
tion for types H and P triple valves for 

6-in. cylinder 

8-in. cylinder 

10-in. cylinder 

12-in. cylinder 

14-in. cylinder 

16-in. cylinder 

Detachable bracket complete, 6-in., 
8-in., 10-in., and 12-in. cylinders. . . . 

Detachable bracket complete, 14-in. 
and 16-in. cylinders. 

Detachable bracket bolt and nuts, each 

Detachable bracket, 6-in., 8-in., 10-in., 
and 12-in. cylinders, each 

Detachable bracket, i4-in. and. 16-in. 

cylinders, each 

Head with lever-bracket lug, bolts, and nuts, 
and connection for types H and P 
triple valves for use with combined 
automatic and straight-air brake, 
schedule SWB for 
8-in. cylinder 

10-in. cylinder 

12-in. cylinder 

14-in. cylinder 

16-in. cylinder 



Piece 

No. 


Type 


10,151 


T 


55.817 


T 


56,151 


T 


3,630 


T 


8,617 


T 


24,766 


T 


10,878 




10,820 




10,819 




1,456 




4,010 




23,087 




10,947 




58,805 




10,949 




24,769 





Ref. 

No. 



AUXILIARY, SUPPLEMENTARY, 
AND EQUALIZING RESERVOIRS 

The auxiliary reservoirs and brake cylinders with which 
they are used, according to the accompanying table, are so 
proportioned that an equalization pressure of 50 lb. will be 
i obtained from 70 lb. auxiliary-reservoir pressure with 8-in. 
(piston travel for tender and passenger-car equipments, and 
'with 6-in. piston travel for truck-brake equipments. Driver- 
i brake equipment ordinarily includes two cylinders and one 
j reservoir of sizes given in table. When a single 18-in. driver- 



368 AUXILIARY RESERVOIRS 

brake cylinder is used, a 16"X42" auxiliary reservoir should 
be used instead of 16"X48". Standard freight-brake equip- 
ments include standard cast-iron auxiliary reservoirs, either 
detached or combined. Auxiliary reservoirs are tapped for 
f-in. pipe in one end; ^-in. pipe in other end; and (for drain- 
age) in center of shell, \-m. pipe in reservoirs of 14-in. diam- 
eter or less, and ^-in. pipe in reservoirs of 16-in. or greater. 

Supplementary reservoirs 16 in. in diameter or less are tapped 
for |-in. pipe in one end and ^-in. pipe in other end; reservoirs 
over 16 in. in diameter are tapped for |-in. pipe in both ends. 
For drainage in center of shell, reservoirs 14 in. in diameter and 
less are tapped for i-in. pipe and reservoirs of 16 in. in diameter 
or greater are tapped for ^-in. pipe. When one reservoir per 
car is used, the sizes given in the table should be specified. 

If desirable, for any reason, two supplementary reservoirs 
may be used, in which event two reservoirs of proper size, as 
indicated in the accompanying table, should be specified. 

The service and emergency reservoirs for PC equipment 
and brake cylinders with which they are used (see table) are 
so proportioned that an equalization of pressure of 86 lb. will 
be obtained from 110-lb. reservoir pressure with 8-in. piston 
travel for passenger-car equipments. 

The reservoirs are tapped for 1-in. pipe at one end, for 
i-in. pipe at the other end, and for i-in. pipe in center of shell 
(for drainage) in reservoirs of 14-in. diameter or less, and ^-in. 
pipe for reservoirs of 16-in. diameter or greater. Sixteen-inch 
reservoirs or less are made of O. D. pipe with semiconvex head 
welded in. Reservoirs of 20|-in. diameter have shell riveted 
and semiconvex heads welded in. Riveted joint is located 
135° from drain to avoid lateral interference with hangers. 



AUXILIARY RESERVOIRS 



369 





eight 
orK 
riple 
ches 


1 




1 1 




^ 


2 


1 1 




£w^^ 


o 


8 


'O 'O 






00 


O 


00 o 


u 










Passenge 
PorL 
Triple 
Inches 


(N (N (M(N(N(N(N 














■s 


X X xxxxx 






g 


CO 00 O(Nrt<CO00 












1 


















^ 


Tender 
Brake 
Inches 


(N (N(N(N(N 














1 


X xxxx 






00 0(NTf O 














O 


ruck 
rake 
Lches 


CDOO O (N 
















HP3^ 










M% 










CO 00 0(NTfCD« 








p<Sl 


^^^^^ 
















4^ CO 










^ TJ 










ei a 


iCOO»00»OiOO»0»CiO 








11 


C0Tj<kOiOCOI>00'-H'«tt-Oi 








^^,-,,-1 
















>. 










'■^2^ 


O '-H 00 Oi "^ O 00 CO -^ CO l> o 
05 (N 00 O (N to 00 t^ (N CO t> <N 


Q 


o o 




apac 
Cub 
Inch 




93 o 




00(NiqoqrHTt^^OTtit>Tt^iC CD 


(N 


i-^* (N 




O 












H« n3 CO CO CO C 






"^ O "* 00 CO t^ CO CO CO (N 00 b p 
'-<(NCSl(MCO(NCOCOCO'«t'*'S.53 

XXXXXXXXXXXC4^ 


J32 


ndar 
it iro 
ndar 
it iro 








OOOOO(N(NT^C0c0c0rt ^ 


i5^ 


M O W U 






*-v-^ 


'-v-^ 








00 lO rH CO (N t>. CO ''t lO CO O Oi 


00 


lO CO 




O C^ 05 C^ 05 C^ Oi 05 05 05 C^ CO 

rr*00O00O00OOOO(N -^^ 
rjT ^' CO "^f CO rococo' coco' CO (N 


-- 


5 5 




C^C^ C^ N i-< 


CS| 


C^ 



370 



SUPPLEMENTARY RESERVOIRS 



SIZE OF 


SUPPLEMENTARY 


RESERVOIR, WHEnl 




ONE 


PER CAR IS USED 














Used With 








Capacity of 




L Triple 

Valves, 

Passenger 

Car 




Piece 


Size of 


Reservoir 


Weight of 




No. 


Reservoir 


Cubic 


Reservoir 






Inches 


Inches 


Pounds 


Cylinders 
Inches 




3,094 


14 X33 


4,476 


110 


. 1 


3,095 


16 X33 


5,724 


145 


10 1 


1 


13,220 


16 X48 


8,577 


195 


12 1 


1 


23,384 


201X36 


10,158 


205 


14 


1 


23,385 


201X48 


14,003 


255 


16 \ 


r 


27,505 


221X54 


18,967 


410 


18 





SIZE OF SUPPLEMENTARY RESERVOIR. WHEN TWO 
PER CAR ARE USED 











Used With 


Piece 

No. 


Size of 

Reservoir 

Inches 


Capacity of 

Reservoir 

Cubic 

Inches 


Weight 9f 

Reservoir 

Pounds 


L Triple 

Valves, 

Passenger , 

Car 

Cylinders 

Inches 

- 


3,092 


10 X33 


2,125 


60 


8 


3,093 


12 X33 


3.088 


85 


10 


3.094 


14 X33 


4,476 


110 


12 


3,095 


16 X33 


5,724 


145 


14 


3,096 


16 X42 


7,436 


175 


16 : 
X8 1 


23,384 


201X36 


10,158 


205 



EQUALIZING RESERVOIR 

The equalizing reservoir is used in connection with automatic 
brake valves. It is tapped for |-in. pipe and has a capacity of, 
812 cu. in. The piece number of the 10"X14^" equalizing 
reservoir is 4,884. 



II 



SUPPLEMENTARY RESERVOIRS 



371 





43 t/5 








iCiOOOiO 




a)Oi>oso 




,-i,-i,-i(N 


tfl 




_Jh 








4^ «* 


00OOI>00 


oot>cot>-»o 


V. 


OTt;_'*^»0'-H 




rt-^ :d 


co^t^ccS 


O O 






cocoes GOO 


CJ 




COCOrt^Tf CO 


0) 


xxxxx 


a 


•"" 


i-H'-H^rHCSJ 


w 














1>QOOOC5CO 






05 05 CO CO CO 




o o 






(^ ^ 


rJ^TiTco'co'co'" 

CO CO CO CO CO 


t3 .§ JU 


■ 


■ 


V^TJ O 4J 






inders Standa 
th Service an( 
gency Reserv( 
wo Cylinders 
idamental Wi 
C Equipment 




(N(N(M(N(N 


G 


XXXXX 


1— 1 


O(NTt<O00 
1 1 1 1 1 


N 


C^(N(N(M(N 


(n 














w 






, 


^^1 






to lO O lO O 




OTfosOt^ 


to 


rH,-^^(M(M 






u 


b^ 


CO '^t^ 00 CO 


> 






r^"" A 


TjTio'oo'o'Tf 


O O 




0) 








CO CO 00 CO 00 


0) . 


COCO-^ CO Tf 


o 


xxxxx 

CO CO CO OO 


c^ 




T-t rH T^ (N CSJ 




00 05C5 CO (M 






O5O5C0C0l> 




-P^ 






P^Z 


i^'S^"i" 



372 



RESERVOIR DRAIN COCKS 



RESERVOIR DRAIN COCKS 



i-IN. AUXILIARY-RESERVOm DRAIN COCKS 

The piece number of the i-in. auxiliary-reservoir drain 
cock, shown in. Fig. 1, is 41,814; its weight is i lb*. 




U^pipc, 





1 '' ... 






* - 1 


3^" 

a 


di 


■^i'PlPE 






Fig. 2 


m 



Fig. 1 
i-IN. MAIN-RESERVOIR DRAIN COCKS 

The piece number of the |-in. main-reservoir drain cock, 
shown in Fig. 2, is 7,716; its weight is 1^ lb. The piece and 
reference numbers of the various parts are : 
Pc. No. Ref. No. Name of Part 
7,718 . 2 Body. 

2,229 3 Key. 

34,086 4 Cap. 

2,231 5 Spring. 

9,035 6 Handle. 

Spring identification tables are shown to enable railroad 
storekeepers, air-brake men, and others interested in air-brake 
apparatus, to readily identify the various springs used in the 
different apparatus. 



JIM 


NORMAL 


Spring Identif^ation, Main-Reser- 
voir Drain Cock 






Pc. 
No. 


Out. 

Dia. 

A, In. 


Dia. 
Wire 
B,In. 


Free 
Height 
C,In. 


No. 
Coils 


Material 


Name of 
Spring 


2.231 


f 


.091 


1 


3^ 


Brass 


Key 



RELEASE VALVES 



373 




RELEASE VALVES 

Auxiliary-reservoir release valves, or bleed cocks, as they are 

often called, are made 

in two types. The 

vertical type, Piece 

No. 2,416, and shown 

in Fig. 1, is regularly 

furnished as standard 

with full sets of freight 

brake equipment; the 

horizontal type, Piece 

No. 30,059, and shown '-^'ii" — ^ ^ •^'■ 

in Fig. 2, is furnished F^G. 1 

only when specified and at an additional charge. The hori- 
zontal valve can be cleaned and repaired, or the internal parts 
may be replaced without remov- 
ing the valve from the auxiliary 
reservoir simply by removing 
the valve cap 24- The vertical 
valve weighs l^ lb., whereas 
the horizontal valve weighs 
2 1 lb. The piece and reference 
numbers of the various parts of 
the vertical release valve are 
given in the accompanying list. 
Pc. No, Ref. No. Name of Part 




2,417 


23 


Cyhnder, 
bushed. 


2.420 


24 


Stud. 


2,421 


25 


Vent valve 
complete. 


2,424 


26 


Spring. 
Handle. 


2,425 


27 


2,423 


28 


Rubber seat. 



The piece and reference 
Fig. 2 numbers of the various parts 

of the horizontal release valve are given in the accompany- 
ing list. 



374 PRESSURE'RETAINING VALVES 

Pc. No. Ref. No. Name of Part 

30,093 23 Cylinder, bushed. 

30,092 24 Valve cap. 

2,421 25 Vent valve, complete. 

2.424 26 Spring. 

2.425 27 Handle. 
2,423 28 Rubber seat. 

Operation of Release Valve. — The release valve is located 
on the auxiliary reservoir, and is used to reduce auxiliary- 
reservoir pressure in the event of a brake sticking, due to the 
triple valve not moving to release position. Also, the valve 
is used to relieve the auxiliary reservoir of pressure when a 
brake is cut out. In using the release valve to release a brake, 
the valve must be quickly opened its full amount and then 
closed the instant a blow is heard at the triple-valve exhaust 
port. 

PRESSURE-RETAINING VALVES 



PURPOSE OF RETAINING VALVES 

The pressure-retaining valve is included in all freight-brake 
equipments, whether specified or not. It is furnished with 
passenger equipments, without extra charge, if specified on 
the order; it is not a part of the regular passenger schedule, 
however, and must be specified if desired. Care should be 
exercised to indicate the proper type of valve, depending on 
whether or not the car is of the vestibule type. It is located 
at the end of the car, within easy reach of the trainmen 
when the train is in motion, and is connected by a pipe with 
the exhaust port of the triple valve. Its purpose is to retard 
the discharge of air from, and retain a predetermined pres- 
sure in, the brake cylinder while the triple valve is in release 
position and the engineer is recharging the auxiliaries after 
a release on a grade, to be ready for another application of 
the brakes. 

SINGLE-PRESSURE WEIGHT-TYPE RETAINING VALVE^ 

Two types of pressure-retaining valves are now in use; thff 
weight type and the spring type. Both types are made in the 



PRESSURE-RETAINING VALVES 



375 



form of single-pressure and double-pressure retaining valves. 
The type 15-0 retainer. Fig, 1, has a vent port ts in. in diameter 
and is used with 6-in.,8-in., 3» 

and 10-in. freight- or pas- ^^'-^^^-^^ 
senger-brake cylinders; it — 
weighs 4 lb. The type 
15- A retainer, Fig. 2, has a 
vent port | in. in diameter 
and is used with 12-in., 
14-in., and 16-in. freight- 
er passenger-brake cyUn- 
ders ; it weighs 6| lb . Type 
15-B and type 15-C retain- 
ing valves, Figs. 3 and 4, 
have adjustable handles for 
vestibule passenger cars 
having partitions 2| in. to 6 in. thick. The 15-B retainer is 
used with 6-in., 8-in., and 10-in. brake cylinders, and weighs 
5^ lb.; the 15-C, with 12-in., 14-in., and 16-in. cylinders, and 
weighs 8 lb. The double-pressure type retainer has three 
positions of the handle: Straight down is release position; 





TO TRIPLE VAUVe 




Fig. 2 



horizontal is low-pressure position; midway is high-pressuro 
position* 



376 



PRESSURE-RETAINING VALVES 




Fig. 3 




Fig. 4 



1 



PRESSURE-RETAINING VALVES 377 



The piece and reference numbers of the type 15 pressure- 


retaining valves 


are given in the accompanying lists. 


Pc.No,. 


Ref. No. Name of Part 


2,449 




Type 15-0 pressure-retaining valve, com- 
plete. 


2.450 




Body, complete, includes 5, 6, 7. and 8. 


2.452 


2 


Body, bushed. 


2.457 


3 


Case. 


2,458 


4 


Weight, complete. 


2,105 


5 


Handle. 


2,455 


6 


Cock key. 


2.367 


7 


Cock cap. 


2,231 


8 


Key spring. 


4.661 




Type 15- A pressure-retaining valve, com- 
plete. 
Body, complete, includes 5, 6, 7, and 8. 


4,670 




4,662 


2 


Body, bushed. 


2,457 


3 


Case. 


2,458 


4 


Weight, complete. 


4,415 


5 


Handle. 


4,095 


6 


Cock key. 


3,758 


7 


Cock tap. 


2,145 


8 


Key spring. 


7,813 




Type 15-B pressure-retaining valve, com- 
plete. 


9,602 




Body, complete, includes 5 to 14 inclusive. 


8,786 


2 


Body, bushed. 


2,457 


3 


Case. 


2,458 


4 


Weight, complete. 


7.672 


5 


Handle. 


7.812 


6 


Cock key. 


2,367 


7 


Cock cap. 


2,231 


8 


Key spring. 


7,811 


9 


Extension socket. 


8,049 


10 


Extension-socket cotter. 


7,674 


11 


Extension-socket sleeve. 


7,676 


12 


Extension-socket sleeve pin. 


7,673 


13 


Handle plate. 


2,238 


14 


Handle pin. 


7.647 




Type 15-C pressure-retaining valve, com- 
plete. 


9,609 




Body, complete, includes 5 to 14 inclusive. 


7.645 


2 


Body, bushed. 


2,457 


3 


Case. 


2,458 


4 


Weight, complete. 


7,672 


5 


Handle. 


7,646 


6 


Cock key. 


3,758 


7 


Cock cap. 


7,679 


8 


Key spring. 


7,671 


9 


Extension socket. 


8.049 


10 


Extension-socket cotter. 



^j 



378 PRESSURE-RETAINING VALVES 

Pc. No. Ref. No. Name of Part 

7,674 11 Extension-socket sleeve. 
7,676 12 Extension- socket sleeve pin. 
7,673 13 Handle plate. 
2,238 14 Handle pin. 

OPERATION OF RETAINING VALVES 

With the retaining-valve handle in release position, or 
straight down, the air that escapes from the exhaust port of 
the triple valve passes through the retainer pipe and out through 
the retainer exhaust port without passing up into the valve 
case, thus giving a free exhaust for the air from the brake 
cylinder. If the handle is turned up to the horizontal, or 
retaining, position, the free exhaust opening of the retainer is 
closed and the air from the brake cylinder must then pass around^ 
the retainer plug valve and up against the retainer valve.l 
This valve is held on its seat by a weight in the weight types 
of retainers, or by a spring in the spring types, either of which 
is designed to hold the valve down against a predetermined 
pressure, usually of 15 lb. If the air coming from the brake 
cylinder has a pressure exceeding 15 lb., it will raise the valve 
and pass up into the retainer case 3. It must then pass out 
through a small vent port, the diameter of which at its smallest 
part is t"* in. for the 15-lb. retainer. This retards the flow 
of air so that it takes about 20 to 25 sec. for the air to pass 
out of an 8-in. cylinder with 8-in. travel and to reduce the 
pressure from 50 to 15 lb.; thus sufficient time is given for the 
auxiliaries to recharge from 50 to 70 lb. before the pressure is 
reduced to 15 lb. The brake cylinder reduces gradually during 
the recharging, and the retainer finally keeps 15 lb. until the 
retainer handle 5 is turned down to the vertical position and 
opens the exhaust port. With larger cylinders, the use of this 
size retainer would make the time for reducing the pressure i 
from 50 to 15 lb. proportionately longer. The small vent port I 
would choke the discharge of air so that the weight 4 would 
close the weight valve at short intervals during the reduction. 
The restricted opening of the vent port is a valuable feature 
of this valve. 



PRESSURE-RETAINING VALVES 379 

DOUBLE-PRESSURE WEIGHT-TYPE RETAINING 
VALVES 

The double-pressure weight-type of retaining valve is fur- 
nished for two different sets of pressures; namely, 15-30 lb. 




Fig. 1 



and 25-50 lb. The 15-30 lb. retaining valve. Fig. 1. regulates 
the pressure at 15 lb. when the handle is horizontal, or in the 
low-pressure position, and at 30 lb. when the handle is in the 
high-pressure position. It is used with 6-in., 8-in., and 10-in. 
brake cylinders, and weighs 6^ lb. 



Type 


Pc. No. 


A 


B 


Net Weight 


15-30 
25-50 


10.970 

7.880 


l^in. 
If in. 


IHin. 
1| in. 


6^ lb. 
7ilb. 



The 25-50-pound retaining valve regulates the pressure 
at 25 and 50 lb. It is used with 6-in., 8-in., and lO-in. brake 
cylinders and weighs 7f lb. The piece and reference numbers 
of the valves and of their various parts are given in the accom- 
panying list. 

Operation. — This t^Tpe of pressure-retaining valve operates 
like the older types, except that the weight can be increased 
so as to make it a two-pressure retainer. The weights 4 and 10 
are equal. The weight 10 is cylindrical and surrounds the 
weight 4- It can be raised off of weight 4 or lowered on to it 



[. 



380 



PRESSURE'RETAINING VALVES 



15-30 25-50 


Ref. 
No. 








Name of Part 








Piece Numbers 






10,970 


7,880 




Valve, complete 




10,973 


9,610 




Body, complete, includes 5, 6, 


7. and 8 


10,922 


7,877 


2 


Body, bushed 




10,977 


7,869 


3 


Case 




11,756 


7.878 


4 


Inside weight, complete 




7,871 


7,871 


5 


Handle 




7,870 


7,870 


6 


Cock key 




7,875 


7,875 


7 


Cock cap 




2,231 


2,231 


8 


Key spring 




7,879 


7,879 


9 


Weight-lifting rod 




10.976 


9,611 


10 


Outside weight, complete 





by turning the handle 5 to the proper position. With the 
handle' straight down, the retainer is cut out of service. In 
this position the handle engages rod 9 and raises weight W 
off of weight 4 so as to reduce the wear of the valve seat. With 
the handle in its intermediate position, the weight 10 rests 
on the weight 4- This doubles the amount of retainer weight, 
so that the high pressure is retained, as the pressure must 
raise both weights to escape. With the handle horizontal, 
the weight 10 is raised off the weight 4 so that the weight 4 
alone is in use; thus the low pressure is retained. 

SINGLE-PRESSUIIE SPRING-TYPE RETAINING 
VALVES 

The spring- type retaining valve is of an improved design 
providing a uniform blow-down of cylinder pressure; that is, in 
proportion to the size of the cylinder. It is provided with an 
oi>ening tapped for a gauge connection, thereby permitting 
of brake-cylinder leakage being readily tested without having 
to disconnect the retainer pipe at the triple valve. Single- 
pressure, Fig. 1, or double-pressure, Fig. 2, retaining valves 
are provided for freight-brake equipments, and a single-pressure 
valve, Fig. 3, for passenger equipment. The single-pressure 
retainers for freight and passenger equipments are sufficiently I 
different in appearance to be readily distinguished. Both are 
made for two pressures, one to retain 10 lb. and the other ' 
15 lb. The double-pressure retaining valve is made for three 
pressures, to retain 10-20 lb., 15-30 lb., or 25-50 lb. The 



« 



PRESSURE-RETAINING VALVES 



381 



passenger equipment retaining valve is made in two sizes. 
The one used with 8-, 10-, and 12-in. cylinders weighs 4^ lb.; 




Fig. 1 



that used with 14-, 16-, and 18-in. cylinders, weighs 5f lb. 
The single-pressure freight retainer weighs 3j lb., and the 
double-pressure retainer, 4 lb. 

Either the freight or the passenger single-pressure retaining 
valve will be furnished with locomotive brake equipments 




I PIPE TO 
TRIPLE VALVE 



Fig. 2 



when specified on the order, but an additional charge is made 
for it. 



382 



PRESSURE-RETAINING VALVES 



. The piece and reference numbers of the single-pressure freights 
retaining valves are given in the accompanying list. This retain- 




ing valve will be furnished if specified with all single-cylindej 
freight equipments, but an additional charge is made for it. 

SINGLE-PRESSURE, SPRING-TYPE FREIGHT 
RETAINING VALVES 



Ref. 

No. 



20 



Size of cylinders, in. , 



Pressure retained, lb. 



Name of Part 



Valve, complete. . , 

Body 

Cap nut (vented) . 

Valve 

Handle 

Cock key 

Cock-key cap 

Cock-key spring. . 
Spring 



8X12 



10 



Pc. No 



44,889 
44,883 
43,449 
42,130 
43,554 
42,136 
42,137 
2,231 
42,362 



15 



Pc. No, 



44,888 
44,883 
43,449 
42,130 
43,554 
42,136 
42,137 
2,231 
44,629 



10X12 






10 



Pc. No, 



44,886 
44,883 
43,451 
42,130 
43,554 
42,136 
42,137 
2,231 
42.362 



15 



Pc. No. 



44,885 
44,883 
43,451 
42,130 
43,554 
42,136 
42,137 
2,231 
44,629 



The double-pressure spring- type retaining valve is furnishedj 
when specified for use with all single-cylinder freight-brake 
equipments, but an additional charge is made for it. It is 
furnished regularly as a fundamental item with empty and load 
freight brake equipment. It may be applied to locomotives. 



PRESSURE-RETAINING VALVES 



383 



The single-pressure, spring-type, passenger retaining valve. 
Fig. 3, is of the non-vestibule type, the piece number of the 
vestibule type being 46,398. It is furnished for use with all 
passenger-car brake equipments without extra charge, if 
specified on the order. 

DIMENSIONS OF RETAINING VALVE, FIG. 1 



Size of 


















Cylinder 


A 


B 


C 


D 


E 


F 


G 


H 


Used With, 


In, 


In. 


In. 


In. 


In. 


In. 


In. 


In. 


Inches 


















8-10-12 


li^ 


H 


2f 


2f 


51 


If 


fpipe 


fpipe 


14-16-18 


n 


U 


31 


2^ 


6 


11 


^pipe 


Ipipe 



i. 



Spring Identification, Retaining Valves 



Pc. 

No. 


Out. 

Dia. 

A, In. 


Dia. 
Wire 
B, In. 


Free 
Height 
C, In. 


No, 
Coila 


Material 


Name of 
Spring 


2 231 
42,362 

44,628 

44,629 

45,265 

46,422 

7,679 


f 


.091 
.0356 

.04 

.04 

.051 

.057 

.091 


2^ 

2^ 

2^ 

3^ 


29 
29 
19§ 
19 
5 


Brass 

Phosphor- 
bronze 

Phosphor- 
bronze 

Phosphor- 
bronze 

Phosphor- 
bronze 

Phosphor- 
bronze 
Brass 


Key 
Valve 

Valve 

Valve 

Valve 

Valve 

Key 



Retaining valves are packed in standard boxes, containing a 
definite n\imber per box. The single-pressure spring type used 
with single-cylinder freight brake equipments, and the 15-C 
single-pressure weight type, come packed 100 to the box. All 
the others are packed 50 to the box. Ordering by standard 
boxes aids in handling, inventory, etc. 



384 



PRESSURE-RETAINING VALVES 



' 1 



'5 






XXX 

ooo 



XXX 

oooooo 



o 

(N 

I 

O 



X 

o 






I 



(Mi-HC0O^CDI>rH(Nrt<(M 



T-iTH00Ort<CDt^i-t(MC<l(N 
O5COCOC0>OC0C0C0cO00CO 

cq lO lO^ '-^ lO rH T-H (N CO CO CO 

CO CO CO C<r CO (N (N (N*" C<f CO (N 



uOCOCDCOiOCOCOCOCOiO(N 
C<liOiOi-HiO'-iT-H(NCOTt^cO 



00'-iOOO'*CDt^rH(M,-i05 
Tt<COCDCOiOCOCOCOCOiO<N 
OiOiOT-HiO'^'-KNCOTfO 



COi-HOOO-^CDt^i-^fMi-tC^) 
10;0«DCOIOCOCOCOCO»OCD 
■«:t<tOiOi-iiO»H,-i(NC0Tt<C0 



CO i-H 00 O TjH CD I> ^ (N Oi 00 
CD<£>CDC0»OC0C0C0CDC5(N 
iOiOiOt-iiOt-It-i<NC0-<^CO 



lOcOCOCOiOCOCOCOcOrt^CO 
rf iq tq^ i-^_^ lO i-H '-H <N CO rf CO 
CO Co' CO' Ci CO (N (N <N (N CO' (N 



Pi 



o 
tn 



C ! <^ 

o w g >_2 

: <uJSJ2^ w ::j 03 

^•d O,^ C-S o o^ Q-^ 
CO O TO oJ cg O O O CO (0 CD 
>PQU>ffiUOO>0> 



PRESSURE-RETAINING VALVES 



385 



X 

o 






coco 

00 00 



'-I "* o C5 c; C5 !M 

^ CO OCI> CO t^ c^ 

"^. <^. "^. ''t ^. ^. ■* 
ic lo' CO* cc' L':* i> o" 

■^ Tt^ ^ rf •^ Tt^ 



COCO 
O"0 
t^OO 



3cO00l>:; 

h ^ ^^ ^^ '^ 



Tj^CO 



■5 Oi O M 

- ;ot>-c^ 



i-HCO 

00 00 



^Tf OCTJ 

-cooot> 



05 Ci >-o 
coi>;o 

(M cc C^ 



s;s 


lO ^ CO CO lO t>- O 


icoq 


CO rf O C5 Ci CR C^ 
CO CO X !>• CO I>(M 

(N <N -^^ Tf ^1 q_ Tt 

lO io"co*co"L':"t> c; 


coco 


45,266 
45,264 
46,480 
46,479 
45,269 
7,679 
45,265 


CO 00 

co'oo' 


o Tt^ o lo CO cr. c^ 

»o CO 00 O Tf r- s^ 

TJH_ (N r^ cc l> --O^ rt^__ 

ic lo" co" od" L-:" i> co" 

rf^ Tfl -"^ ■'T Tf 




»0 CO 00 O rf r- o 
**. <N -*. oc «> =^. <^l 
lO" lO" CO* oo' iC I> o* 

Tt< Tt< Tt^ Tf Tf rr 




05 Tt< o »£: CO oi c^ 

Tj< CO 00 O rf Ir^ C^ 
'*. <N ^. OC t> :0_^ Tt|_ 
lO" to" CO* OC ^ t>* CO 
Tt< -* -.^ Tt- rf rt< 


00"^ 
OOO 
CO 00 

co'oo 


Oi '* O to CO C5 ►o 
Tt< CO 00 O Tf i> CO 
-* <N TJH^ 00^ l> CO_ !N 
»0 iO* CO* X* lO* l>* "O* 

TJH Tt< "^ Tt Tl* rt" 


^4 


"*. <M. "*. 00 l> CO '^^ 

lO lO* CO* 00* lO I> CO 
Tt^ Tj^ Tt Tf TT rr 



COTt< 

OOO 

CO 00 



-^ O >0 CO Oi ^ 
f COOOOrJ^t^. CO 
t^ (N "<# X t^ -O C<1 


















,> Coo >.r2 

c^ cd o O 1^ oj 

>ffiOCJ^> 



cqco rt*iO<©l>000 



386 



SAFETY VALVES 



SAFETY VALVES 



^^^K 



TYPES OF AIR-BRAKE SAFETY VALVES 

Four types of air-brake safety valves are made; viz., E-1 
and E-6, which weigh 3 lb., and E-3 and E-7, which weigh 
3^ lb. While types E-1 and E-3 are designed for air-brake 
service, they can be used for any service where a high-grade, 
air-pressure, safety valve is required. However, the ranges 
of pressures given must not be departed from, as they cover the 
limits under which satisfactory operation can be obtained 





Fig. 1 



Fig. 2 



from the different springs. The pressure range for which the 
valve is adapted is now stamped on the hexagon portion of 
the body. The E-1 safety valve, shown in Fig. 1, is suitable 
for general service where a high-grade, air-pressure, safety valve 
is required, except where it is necessary to have a close or adjust- 
able range between the opening and closing points of the safety 
valve, in which case the type E-3 should be used. 



SAFETY VALVES 



387 



The E-1 safety valve, which has a range from 35 lb. to 75 lb.. 
Piece No. 10,526, is the valve most commonly used with 
driver- and tender-brake cylinders, in connection with schedules 
SWA, SWB, and U; on passenger cars temporarily used in 
trains equipped with high-speed brakes; and with No. 5 
distributing valve. 

The E-3 safety valve, shown in Fig. 2, is provided with an 
adjustable exhaust regulating ring, by means of which the 
drcp, or range between the opening and closing points of the 





Fig. 3 



Fig. 4 



safety valve, can be adjusted to any desired amount. It is, 
therefore, particularly adapted for use w^here it is desirable 
to keep this range at any given amount, large or small. 

The E-6 safety valve, shown in Fig. 3, is a special valve not 
used for general purposes. It is a part of and is regularly sup- 
plied with the No. 6 distributing vab^'e. 

The E-7 safety valve, shown in Fig. 4, is a special valve, and 
not used for general purposes. It is a part of, and is regularly 
supplied with, type L triple valves. 

The piece and reference numbers of the different types of 
valves, and of the various parts of each, are given in the accom- 
panying lists. 



L.. 



388 SAFETY VALVES 

Type E-1 Safety Valves 

Pc. No. Ref. No, Name of Part 

28,487 Type E-1 safety valve, 5 lb. to 25 lb. 

18,598 Type E-1 safety valve, 10 lb. to 40 lb. 

10,526 Type E-1 safety valve, 35 lb. to 75 lb. 

24.106 Type E-1 safety valve, 60 lb. to 100 lb. 

24.107 Type E-1 safety valve, 80 lb. to 130 lb. 

24.108 Type E-1 safety valve, 110 lb. to 150 lb. 
10,528 2 Body, bushed. 

9.029 3 Cap nut. 
10,524 4 Valve. 

10.523 5 Valve stem. 

18,286 6 Spring, 5 lb. to 25 lb. 

18,414 6 Spring, 10 lb. to 40 lb. 

1,498 6 Spring, 35 lb. to 75 lb. 

3,639 6 Spring, 60 lb. to 100 lb, 

24.112 6 Spring, 80 lb. to 130 lb. 
13,434 6 Spring, 110 lb. to 150 lb. 

9.030 7 Regulating nut. 

Type E-3 Safety Valves 

Pc. No. Ref. No. Name of Part 

24.109 Type E-3 safety valve, 50 lb. to 90 lb. 

24.110 Type E-3 safety valve, 80 lb. to 130 lb. 
12,705 Type E-3 safety valve, 110 lb. to 150 lb. 

24.111 Type E-3 safety valve, 140 lb. to 225 lb. 
15,494 Type E-3 safety valve, 210 lb. to 325 lb. 
26,079 Type E-3 safety valve, 300 lb. to 400 lb. 
12,795 2 Body, bushed. 

9.029 3 Cap nut. 

10.524 4 Valve. 

10.523 5 Valve stem. 

24.113 6 Spring, 50 lb. to 90 lb. 

24.112 6 Spring, 80 lb. to 130 lb. 
13,434 6 Spring, 110 lb. to 150 lb. 

24.114 6 Spring, 140 lb. to 225 lb. 
12,490 6 Spring, 210 lb. to 325 lb. 
26,078 6 Spring, 300 lb. to 400 lb. 

9.030 7 Regulating nut. 

12.797 8 Exhaust-regulating ring. 

12.798 9 Lock-ring. 

Type E-6 Safety Valve 

Pc. No. Ref. No. Name of Part 

15,890 E-6 safety valve, 50 lb. to 90 lb., complete. 

15,554 2 Body, bushed. 

9,029 3 Cap nut. 

10.524 4 Valve. 
10,523 5 Valve stem. 

24.113 6 Spring, 50 lb. to 90 lb. 
16,087 7 Regulating nut. 



SAFETY VALVES 

Typ£ E-7 Safety Valve 
Pc. No. Ref. No. ^9^^. of Part 



389 



15,549 




E-7 safety valve, 35 lb. to 75 lb., complete. 


15.538 


2 


Body, bushed. 


9,029 


3 


Cap nut. 


10.524 


4 


Valve. 


10.523 


5 


Valve stem. 


3,639 


6 


Spring, 60 lb. to 100 lb. 


16,087 


7 


Regulating nut. 


12,797 


8 


Exhaust-regulating ring. 


12,798 


9 


Lock-ring. 



Spring Identification, Safety Valves 



Pc. 
No. 



18.286 
18.414 
1,498 
3,639 
24,112 
13.434 
24,113 
24.112 
13.434 
24.114 
12.490 
26,078 



Out. 
Dia. 
A, In. 



if 

_»_ 

16 

I 



DLa. 


Free 


Wire 


Height 


^, In. 


C,In. 


.072 


2H 


.080 


2H 


.095 


31- 


.109 


3t 


.121 


3^ 


.121 


3i 


.106 


2H 


.121 


3^ 


.121 


31 


.135 


3^ 


.148 


3U 


.162 


3i 



No. 
Coils 



15 
14 

20 

181 

17 

17 

15^ 

17 

17 

151 

16f 

13i 



Type 



E-1 
E-1 
E-1 
1 and E-7 
E-1 
E-1 
E-3 and E-6 
E-3 
E-3 
E-3 
E-3 
E-3 



Range of 

Pressure 

Lb. 



5 to 25 

10 to 40 

35 to 75 

60 to 100 

80 to 130 

110 to 150 

50 to 90 

80 to 130 

110 to 150 

140 to 225 

210 to 325 

300 to 400 



Material of all springs, nickeled steel 



OPERATION OF SAFETY VALVES 

The safety valve operates as follows: Air enters the safety 
valve and exerts an upward pressure on the under side of the 
valve 4- When the pressure underneath the valve slightly 
exceeds the tension of the adjusting spring 6, the valve 4 is 
raised, and, as it rises, a larger area is exposed to the air pressure, 
which then causes it to move upwards quickly until the stem 
strikes the cap nut 3. During this movement, the upper end 
of the two vertical ports in the valve bushmg are closed by 



390 HIGH-SPEED REDUCING VALVE 



^ 



the valve 4 and the horizontal ports in the bushing and the 
body 2 are opened. This allows air from the valve chamber 
to pass to the atmosphere, and as the pressure in this chamber 
decreases, the adjusting spring moves the valve 4 down toward 
its seat. During this movement, the horizontal ports are 
closed and the upper end of the vertical ports in the valve 
bushing are opened. This allows air from the valve chamber 
to pass into the chamber above valve 4. from which place it 
can escape to the atmosphere through the vent ports in the 
valve body. The air from the valve chamber can pass into 
the upper chamber through the vertical ports in the bushing 
faster than the air can escape from this chamber to the atmos- 
phere through the vent ports. This causes a pressure to 
accumulate above valve 4 and assists the spring 6 in closing 
the valve with a pop action. 

The promptness with which valve 4 will close depends, to a 
certain extent, on the rate at which air can escape through the 
vent ports in the body 2 and the rate of discharge of air through 
these ports can be regulated by the exhaust-regulating ring 8, 
which is locked in position by the lock-ring 9. 



HIGH-SPEED REDUCING VALVE 



PIECE AND REFERENCE NUMBERS 

The high-speed reducing valve, shown in the accompanying 
illustration, is made in five sizes for use with 8-in., 10-in., 
12-in., 14-in., 16-in., and 18-in. cylinders, hence care must be 
observed to use the proper size valve for the brake cylinder. 
The weight is 35 lb. 

Pc. No. Ref. No. Name of Part 

4,128 Reducing valve, complete, for 8-in. cylinder. 

11,176 Reducing valve, complete, for 10-in. cylinder. 

3,712 Reducing valve, complete, for 12-in. cylinder. 

11,275 Reducing valve, complete, for 14-in. cylinder. 

3,711 Reducing valve, complete, for 16-in. and 18-in. 

cylinder. 



II 



HIGH-SPEED REDUCING VALVE 



391 




Fig. 1 



392 



HIGH-SPEED REDUCING VALVE 



Parts Common to All Valves 
Pc. No. Ref. No. Name of Part 

2 Body, bushed. 

Spring box, bushed. 
Piston, includes 5. 
Piston ring. 
Piston stem. 
Piston-stem nut. 
Slide valve. 
Slide-valve spring. 
Cap nut. 

Regulating spring. 
Regulating nut. 
Check-nut. 
Union stud. 
Union swivel. 
Union nut. 
Air strainer. 
Union gasket. 
Bolt and nut. 
Piston seat. 
Piston disk. 
Spring abutment. 
Cotter, 
^-in. street L. 
l-in. pipe plug. 

PARTS NOT COMMON TO ALL VALVES, BUT TO BE 
ORDERED AS NOTED 



2,402 


3 


2,392 


4 


10,030 


5 


2,396 


6 


2.397 


7 




8 


2,400 


9 


2,401 


10 


2,406 


11 


2,407 


12 


7,094 


13 


2,410 


14 


2,412 


15 


1,749 


16 


2,411 


17 


1,755 


18 


5,198 


19 


2,394 


20 


2,395 


21 


2,405 


22 


3,942 


23 


13.225 


24 


2,202 


25 





Name of 
Part 


Piece Number When Used With 


Ref. 
No. 


8-In. 
Cyl. 


10- In. 

Cyl. 


12-In. 

Cyl. 


14-In. 

Cyl. 


16-In. 

and 
18-In. 

Cyl. 


2 

8 


B9dy 

Slide valve . . 


4.124 
4,125 


11.124 
4.125 


3,349 
3,351 


11,128 
11,129 


3,346 
3,347 



Spring Identification, H-S Reducing 
Valve 



Pc. 
No. 


Out. 
Dia. 
i4.In. 


Dia. 
Wire 
J3. In. 


Free 
Height 
C.ln. 


No. 
Coils 


Material 


Name of 
Spring 


2,^06 


If 


^ 


91 


19^ 


Steel 


Regulating 



HIGH-SPEED REDUCING VALVE 393 

OPERATION OF REDUCING VALVE 

The slide-valve seat in the body bush has a long narrow 
port (which will be designated a) extending crosswise with the 
slide valve 8. The slide valve has a triangular-shaped port 
(which will be designated b) with its apex pointing toward the 
cap nut IG. In release position of the reducing valve, port b is 
above port a. 

As long as the cylinder pressure remains less than 60 lb. 
per sq. in., the reducing valve plays no part in an ordinary 
service application o£ the brake, the valve remaining in its 
normal position, with port a blanked. Suppose, that in making 
a service application, the brake-cylinder pressure should 
increase above 60 lb.; the pressure above the piston 4 will be 
sufficient to compress the regulating spring, and the piston 
and slide valve will be forced downwards until the base, or 
largest part of port b, registers with port a. In this position, 
brake-cylinder air is free to flow to the atmosphere through 
the exhaust fitting 24 until the pressure is reduced to 60 lb., 
when the regulating spring forces the piston and slide valve 
upwards into their normal positions again. 

In an emergency application of the brake, air enters the 
brake cylinder from the train pipe and auxiliary reservoir in 
much greater voliime than it could possibly escape through 
the ports a and b of the reducing valve; hence, piston 4 of 
the latter is forced downwards the full length of its stroke, 
and assumes a position such that the apex of the triangular 
port b registers with port a. In this position, the passage 
through ports a and b is small and air discharges quite slowly 
from the cylixider. As the pressure in the cylinder, and conse- 
quently above piston 4> gradually decreases, due to the dis- 
charge through ports a and b, the regulating spring gradually 
raises the piston and slide valve, and, as the slide valve is 
raised, the opening through ports a and b gradually increases; 
consequently, the discharge from the cylinder increases accord- 
ingly until the brake-cylinder pressure is reduced to a safe 
amount (60 lb.), when the reducing valve assumes its normal 
position, covering the opening a so that no more air can escape 
from the brake cylinder until brakes are released. 



394 



CENTRIFUGAL DIRT COLLECTORS 



CENTRIFUGAL DIRT COLLECTORS 

The centrifugal dirt collector, which is shown in Fig. l,i 
supersedes the brake-pipe air strainer and is now regularly | 
furnished as a part of the 
standard air-brake equip- 
ments. When included with 
full sets, no extra charge is 
made. The collector is made 
in three sizes, I in., 1 in., and 
\\ in. The |-in. collector, 
Piece No. 32,342, is used on 
locomotives; the 1-in., Piece 
No. 27,950, is used on pas- 
senger cars; and the Ij-in., 
Piece No. 31,802, is used on 
freight cars. The dimensions 
and weights are given in the 
accompanying table, and piece FiG. 1 

and reference numbers of the different sizes, and of the various 
parts of each, are given in the accompanying list. 

DIMENSIONS AND WEIGHTS OF CENTRIFUGAL DIRT 
COLLECTOR 




Size 
Inches 


Width 
Inches 


Length 

B 
Inches 


Length 

C 
Inches 


Weight 
Pounds 


1 
1 


4- 
4- 
4- 


7 
7f 


8H 
9^ 
9^ 


8^ 
9 



f-;lN. Centrifugal Dirt Collector 
Pc. No. Ref. No. Name of Part 

36,452 f-in. centrifugal dirt collector, complete. 

36,451 2 Body. 
36,450 3 Deflector and plug. 



I 



CENTRIFUGAL DIRT COLLECTORS 395 

1-In. Centrifugal Dirt Collector 
Pc. No. Ref. No. Name of Part 

36.454 1-in. centrifugal dirt collector, complete. 
36,453 2 Body. 

36,450 3 Deflector and special plug. 

li-lN. Centrifugal Dirt Collector 
Pc. No. Ref. No. Name of Part 

36,456 li-in. centrifugal dirt collector, complete. 

36.455 2 Body. 

36,450 3 Deflector and special plug. 

With the brake-pipe strainer, there is a tendency for dirt and 
foreign matter to clog the strainer, thereby restricting the 
flow of air through it, which frequently results in imperfect 
operation of the brakes; also, to clean the brake-pipe strainer. 




the pipe connections must be broken. With the centrifugal 
dirt collector no strainer is used; hence, the air passage through 
it remains free and unrestricted at all times. Dirt and foreign 
matter drop to the bottom of the chamber and can be quickly 
removed without disturbing any pipe connections. A good 



396 



CENTRIFUGAL DIRT COLLECTORS 



idea of the internal construction and the operation of the 
centrifugal dirt collector can be obtained from the horizontal 

section shown in Fig. 2. 
Air from the brake pipe, 
on its way to the triple 
valve, enters at A, 
passes through the pas- 
sage c, into the chamber 
E, thence up passage /, 
and out at B. The air 
on its way through the 
passage c receives a 
whirling motion when it 
enters chamber £, which 
tends to cause any for- 
eign matter in the air to 
be carried close to the 
walls of the chamber. 
Then, as the air is com- 
pelled to rise in order 
to escape through pas- 
sage /, the foreign mat- 
ter drops to the bottom 
of the collector whence 
it can be removed by 
unscrewing the special 
plug 3. In Fig. 3 is 
shown the application of the centrifugal dirt collector to a car. 
The |-in. vertical centrifugal dirt collector. Fig. 4, is recom- 
mended for use with electric locomotive brake equipments to 
protect the feed- valve and reducing valve. It is furnished only 
when specially ordered, and an additional charge is made for it. 

Pc. No. Ref. No. Name of Part 

56.483 i-in. centrifugal dirt collector, complete. 
56,486 2 Body. 

56.484 3 Deflector and plug. 
2,166 5 i-in. union swivel. 
2,204 6 ^-in. union gasket. 
2,165 7 J-in. union nut. 




\ 



Fig. 4 



AIR STRAINERS 



397 



AIR STRAINERS 




Fig. 1 



BRAKE-PIPE STRAINERS 

Two sizes of brakp-pipe strainers, shown in Fig. 1, are made. 
The 1-in. strainer was formerly furnished with locomotive and 
passenge r-car brake equip- 
ments. The IJ in. was for- 
merly furnished with freight- 
car brake equipments, also with 
locomotive brake equipments 
when l^-in. brake pipe was 
specified. 

To meet special conditions, 
a pattern is provided for a II" 
XlF'Xl" brake-pipe strainer, 
Piece No. 6,141, to avoid the 
cumbersome appearance of the standard l^-in. strainer, Piece 
No. 2,151, if bushed. Piece No. 6,141 will be made up and sup- 
plied only as ordered and can be furnished with |-in. side open- 
ing bushed to | in. (Piece No. 6,145) or to f in. (Piece No. 
11,496) if desired. Repair parts for these special strainers are 
the same as for the standard, except body. Piece No. 6,142, for 
the li"Xli"X|" strainer, and bushings, l"X¥\ Piece No. 
9,332, and f"X|", Piece No. 10,089. 

If desired to have side opening bushed for smaller than 1-in. 
pipe, orders should so state and specify as follows: 1"X l''X I" 
brake-pipe strainer. Piece No. 4,989; V'Xl"X¥' braloe-pipe 
strainer. Piece No. 2,179; or 1"X1"X|" brake-pipe strainer, 
Piece No. 10,039. Repair parts for these strainers are the same 
as for the standard, except bushings, 1"X|'', Piece No. 6,983, 
1"X^", Piece No. 2,181, and l^Xf, Piece No. 10,045. 

The dimensions and weights of each size are given in the 
accompanying table; the piece and reference numbers of the 
strainers and their various parts are given in the accompanying 
lists. 



398 



AIR STRAINERS 



1 



DIMENSIONS AND WEIGHTS OF BRAKE-PIPE 
STRAINERS 


Size 
Inches 


Length 

of A 

Inches 


Length 

of B 
Inches 


Length 
of C 

Inches 


Weight 
Pounds 


{' 


21 


3i 
3i 


tl 


P 



1-In. Brake-Pipe Strainers 
Pc. No. Ref. No. Name of Part 

2,148 1" X 1" X I" brake-pipe strainer, complete 

2,180 2 V[ X I" X V strainer body, includes 6. 
1,750 3 1-in. union swivel. 
1,749 4 1-in. union nut. 
1,755 5 1-in. union gasket. 
2,150 6 Strainer. 

li-lN. Brake-Pipe Strainers 
Pc. No. Ref. No. Name of Part 



d 



2,151 

2,182 
2,155 
2,154 
2,183 
2,153 



li^Xli^XlF' brake-pipe strainer, com- 
plete. 
li"XlF'Xli" strainer body, includes 6. 
li-in. union swivel, 
li-in. union nut. 
l|-in. union gasket. 
Strainer. 



fli 



C STRAINER AND CHECK-VALVE 

The C strainer and check-valve, shown below, is now 
superseding the B-2 types. Type C-1-3-6 is used with schedulp ^ 




OHOKE FITTINO 



L air-signal equipment for locomotives having No. 6 ET brake 
equipment; it weighs 3| lb. 



AIR STRAINERS 399 

Pc. No. Ref. No. Name of Part 

24 ,899 C-1-3-6 strainer and check-valve, complete. 

25,908 2 Body, bushed. 
1 14,661 3 Cap nut. 
1 25,909 4 Check-valve. 
( 25,921 5 3-lb. valve spring. 
, 24,893 6 Valve cap. 
' 1,044 7 Strainer (2 pieces) each. 
! 8 Curled hair. 

14,204 9 Union swivel. 
2,165 10 Union nut. 
1 2,204 11 Union gasket. 
' 15,473 12 Choke plug with ^-in. hole. 

25,788 13 Leather seat. 

Type C-1-20-8 strainer and check-valve is used with dead 
engine fixtures, No. 6 ET equipment; it weighs 3i lb. 

Pc, No. Ref. No. Name of Part 
24,898 C-1-20-8 strainer and check-valve, com- 
plete. 

25.908 2 Body, bushed. 
14,661 3 Cap nut. 

25.909 4 Check-valve. 
25,920 5 20-lb. valve spring. 
24,893 6 Valve cap. 

1,044 7 Strainer (2 pieces) each 
8 Curled hair. 
14,294 9 Union swivel. 

2,165 10 Union nut. 

2,204 11 Union gasket. 
25,906 12 Choke plug with |-in. hole. 
25,788 13 Leather seat. 


T0m/M, ^p^'"«i'i«8t«,t«.Tivfr'"^^^"' 


Pc. 

No. 


Out. 
Dia. 
A, In. 


Dia. 
Wire 
jB, In. 


Free 
Height 
CIn. 


No. 
Coils 


Material 


Type 


25.921 
25,920 


if 


.0403 
.072 


If 

lA 


15 

10 


Phosphor- 
Bronze 

Phosphor- 
Bronze 


C-1-3-6 
C-1-20-8 

















1 



400 AIR STRAINERS 

SIGNAL-PIPE STRAINER 

The signal-pipe strainer, shown herewith, is furnished witi 
schedule K, passenger-car, air-signal equipments; it weighs 
1| lb. The piece and reference numbers of the strainer and its 
parts are given in the accompanying list. 



MAIN SIGNAL 
^ PIPE — 

^-PIPE TAP. 




Pc. No. Ref, No. Name of Part 


2,240 


r'X f'X h" signal pipe stramer, complete 


2,497 


2 Strainer body, includes 6. 


2,166 


3 ^-in. union swivel. 


2,165 


4 |-in. union nut. 


2,204 


5 ^-in. union gasket. 


2,242 


6 Strainer. 



I-IN. AIR STRAINER 

The f-in. air strainer, shown below, is furnished with 
schedule J, locomotive air-signal equipments; it weighs If lb. 
The piece and reference numbers of the strainer and its parts 




fPIPE 



are given 
list. 


in the accompanymg 


Pc. No. Ref, No. Name of Part 


3,272 


|-in. air strainer, 




complete. 


3,273 


2 Body. 4 


1,044 


3 Strainer (2 1 




pieces), eacJW 


3,274 


4 Cap. 




5 Curled hair. 



CONDUCTOR'S VALVES 



401 



1-IN. BRANCH-PIPE STRAINER 

The 1-in. air branch-pipe strainer, shown below, is used in 
connection with pipeless triple valves; it weighs 1| lb. The 
piece and reference numbers of the strainer and its parts are 
given in the accompanying list. 



Pc. No. 


Ref. 


No. Name of Part 


9,523 




1-in. branch-pipe 
strainer, com- 
plete. 


9,522 


2 


Body. 


2,411 


3 


Strainer. 


1,749 


4 


1-in. union nut. 


1,750 


5 


1-in. union swivel. 


1,755 


6 


1-in. union gasket. 




CONDUCTOR'S VALVES 



« PiPC 

ATMOSPHERE 



B-3-A CONDUCTOR'S VALVE 

The B-3-A conductor's 
valve. Fig. 1, is tapped for 
|-in. pipe, is of the non- 
self-closing poppet-valve 
type, which, when opened, 
must be clpsed by hand. 
Its weight is 4 lb. This 
PE valve is standard, and 



complete passenger - car 
bral<?e equipments unless 
otherwise specified on 
orders. The piece and 
reference numbers of the 




Fig. 1 



valve and its parts are given in the accompanying list. 
Pc. No. Ref. No. Name of Part 

51.497 B-3-A conductor's valve, complete. 

51,539 2 Body. 
1,735 3 Vent valve, complete, includes 4 and 5. 

1.737 4 Rubber seat. 

1.738 5 Valve nut. 



402 



CONDUCTOR'S VALVES 



Pc. No. Ref. 


No. Name of Part 


7.448 6 


Valve spring. 


51,550 7 


Cap. 


13,574 8 


Valve lever. 


13,575 9 


Operating lever. 


13,576 10 


Rivet. 


2,958 11 


Cotter. 



C-3 CONDUCTOR'S VALVE 

The C-3 conductor's valve, which is shown herewith and is 
tapped for |-in. pipe, is of the non-self-closing type; it is the 
standard furnished with all wooden passenger-car brake equip- 




FiG. 1 



xnents unless otherwise specified. Its weight is 4f lb. The 
piece and reference numbers of the valve and its parts are given 
in the accompanying list. 

Pc. No. Ref. No. Name of Part 



14,436 




C-3 conductor's valve, complete 


14,428 


2 


Body. 


2,143 


3 


Key. 


2,144 


4 


Cap. 


2,145 


5 


Key spring. 


2,069 


6 


Key stop. 


14,384 


7 


Key escutcheon. 


2,107 


8 


Handle. 


2.147 


9 


Key nut. 


14,716 
14,385 


10 


Bolt and nut. \ in.X3 in. 


11 


Filler block. 



CONDUCTOR'S VALVES 403 

C-3 CONDUCTOR'S VALVE 

The C-3 conductor's valve, Fig. 2, is of the non-self-closing 
plug-cock type, designed for use on steel passenger carS when 

I 




partitions are thin. 
Net weight, 4^ lb. 



It is furnished only on special order. 



Pc, No. 


Ref. No. Name of Part 


43,804 


C-3 conductor's valve, complete 


14,428 


2 Body. 


29,181 


3 Key. 


2,144 


4 Cap nut. 


2,145 


5 Key spring. 


2,069 


6 Key stop. 


44,255 


7 Key escutcheon. 


2,107 


8 Handle. 


2,147 


9 Key nut. 


44,276 


10 Bolt and nut. 



OPERATION OF CONDUCTOR'S VALVE 

The conductor's valve is connected to the brake pipe by 
means of a branch pipe, and when open makes a direct 
passage from the brake pipe to the atmosphere. The valve 
is intended to be used only in case of emergency. It should 
be opened wide and held open until the train comes to a stop, 
for if allowed to close and the engineer's brake valve is in run- 
ning position, the brakes will be released again. 



404 HOSE, COUPLINGS, AND FITTINGS 






HOSE, COUPLINGS, AND FITTINGS 



STANDARD FITTINGS 

The M. C. B. code of rules governing the condition of, and 
repairs to, freight cars for interchange traffic; and the appendix 
on same covering passenger cars 
(as revised June, 1911, and taking 
effect Sept. 1, 1911), make the 
If'X 22" air-brake hose and coup- 
lings standard for both freight- 
and passenger-brake equipment, 
instead of the 1|''X22" hose and 
couplings formerly standard. 
The interchange rules do not 
change the size of signal hose, 
the standard still being li"X22''. 
The revised rules do not change 
hose for locomotives, which re- 
main li"X22", although If' 
X22" hose and couplings may be 
used if desired. 

Hose couplings are designated 
by two letters and a figure, as 
FP-5, HP-4, etc. The first letter indicates the group of coup- 
lings that can be coupled together. That is, all couplings of 
group F will couple together, but they will not couple with 
those of group H. The second letter indicates the style o£ 
coupling, all P couplings being of the same style. The figure 
indicates the size of the hose or pipe, in quarters of an inch; a 
5 hose is 5Xi or IJ-in. hose; a 4 hose is a 1-in. hose. 

Nipples are designated by two dimensions, as If'Xli" 
nipple. The first dimension is the inside diameter of the hose 
for which the nipple is intended; the second dimension is the 
size of the pipe. . A cross-section of hose, showing its construc- 




FiG. 1 



II 



HOSE, COUPLINGS, AND FITTINGS 



405 



tion. is shown in Fig. 1; in Fig. 2 is a diagrammatic view of the 
FP coupUng. 




The old standard coupUng having a stop lug has been 
abandoned, and the present standard is an improved form of 
the old stop-pin coupling. The improvement consists in an 
increase in the cross-section of metal through the stop-pin end 
of the guard arm, which is intended to do away with breakage 
of the guard arm through the stop-pin hole. The galvanized 

DIMENSIONS OF HOSE AND COUPLERS 





Dia. 
of Hose 


Size of 


Dimensions 


, in Inches 


Pc. No. 


Nipple 
A 
















Inches 


Inches 


B 


c 


D 


E 


46,242 


If 


u 


Iff 


22 


31 


21 


40.283 


11 


li 


m 


22 


2t| 


2h 


46.252 


11 




u 


22 


2i 


n 



annealed steel hose clamp is now practically established as 
standard. 



406 HOSE, COUPLINGS, AND FITTINGS 



HOSE AND COUPLINGS 



1 



EOSE AND FP-5 COUPLING 

The hose and FP-5 coupling is the standard for brake-pipe 
connections on both passenger and freight cars; it is also 
furnished, when ordered, for locomotives having Ij-in piping. 
The pi€ce and reference numbers are given in the accompany- 
ing list. 

Pc.No. Ref. No. Name of Part 

26,242 1|"X22" hose with FP-5 coupling and 

li-in. nipple, complete, per pair. 
46,100 2 FP-5 hose coupling, complete, includes 3 
per pair. 
3,279 3 Hose-coupling gasket. 
46,223 4 1 f '' X 1 ¥' threaded hose nipple. 
26,378 5 Galvanized annealed steel clamp, only for 
l|-in. hose. 
4,866 6 Hose-clamp bolt and nut. 
2,463 7 ir'X22"hose. 

HOSE AND FP-4 COUPLING 

The hose and FP-4 coupling is the standard for brake-pipe 
connection on locomotives having 1-in. piping. The piece and 
reference numbers are given in the accompanying list. 
Pc. No. Ref. No. Name of Part 

46,283 1|"X22" hose with FP-4 coupling and 

li-in. nipple, complete, per pair. 
46,126 2 FP-4 hose coupling, complete, includes 3 
per pair. 
3,279 3 Hose-coupling gasket. 
46,164 4 li"Xli" threaded hose nipple. 
28,221 5 Galvanized annealed steel clamp, only for 
l|-in. hose. 
4,866 6 Hose-clamp bolt and nut. 
2,243 7 l|"X22''hose. 

HOSE AND HP-4 COUPLING 

The hose and HP-4 coupling is the standard for signal-pipe 
connection on locomotives and cars; also for brake-cylinder 
connection between engine and tender with ET equipments 
and schedules SWA and SWB. The piece and reference num- 
bers are given in the accompanying list. 

Pc. No. Ref. No. Name of Part 

46,252 li"X22'' hose with HP-4 coupling and 

|-in. nipple, complete, per pair. 



HOSE, COUPLINGS, AND FITTINGS 



407 



Pc. No. Ref. No. Name of Part 

46,102 2 HP-4 hose coupling, includes 3 per pair. 

Hose-coupling gasket. 

li"Xf" threaded hose nipple. 

Galvanized annealed steel clamp, only for 
li-in. hose. 

Hose-clamp bolt and nut. 

li"X22"hose. 



3,279 
46,169 
28,221 

4.866 
2,243 



HOSE CONNECTIONS 
TRUCK-HOSE CONNECTION 

In Fig. 1 is shown the hose connection used with schedules D 
for connection to engine-truck brake cylinder. The piece and 




reference numbers of the connection and its parts are given 
in the accompany list. 

Pc. No. Ref. No. Name of Part 

46,673 li"X22" hose with union nipples for ^-in. 

pipe. 
2.243 2 li"X22"hose. 
46,172 li"X IV union hose nipple, complete, in- 

cludes 3, 4, 5, and 6. 
46,171 3 11" X ^" union hose nipple. 

2.165 4 ^-in. union nut. 

2.166 5 ^-in. union swivel. 
2,204 6 |-in. union gasket. 

28,222 Galvanized annealed steel clamp, com- 

plete, for If-in. hose, includes 7 and 8. 
28,221 7 Galvanized annealed steel clamp, only for 
l|-in. hose. 
4,866 8 Hose-clamp bolt and nut. 

ENGINE-AND-TENDER HOSE CONNECTION 

In Fig. 2 is shown an engine-and-tender hose connection, that, 
while not standard, is furnished when specified with combined 
automatic and straight-air brake, schedule SWB, for brake-pipe 
and straight-air pipe connections between engine and tender. 
The piece and reference numbers of the connection and its parts 
are given in the accompanying list. 



408 



HOSE, COUPLINGS, AND FITTINGS 




Pc. No. Ref. No. 
46,642 



Name of Part 
1|"X36" hose with threaded and union 
nipples for |-in. pipe, complete. 
4,893 2 ir'X36"hose. . 

46,166 li"X|" union hose nipple, complete, 

includes 3, 4, 5, and 6. 
46,165 3 11" X I" union hose nipple. 

3.306 4 f-in. union nut.. 

3.307 5 l-in. union swivel. 

3.308 6 f-in. union gasket. 
28,222 Galvanized annealed 

steel clamp for 

li-in. hose, com- 
plete, includes 7 

and 8. 
28,221 7 Galvanized annealed 

steel clamp, only 

for l|-in. hose. 
4,866 8 Hose-clamp bolt and 

nut. 
46,169 9 1|"X|". threaded 

hose nipple. 



DUMMY COUPLINGS 

The new-style type F dummy 
coupling, view (c), Fig. 3, is used 
with the FP-4 and FP-5 hose couplings, and the new-style 
type H dummy coupling, view (b), is used with the HP-4 hose 
coupling. The new style are now regularly furnished with all 
brake equipments and for repairs. The old-style dummy 
coupling, view (fl), can be used with both the F and the H hose 

couplings. It is furnished on 

— ^ special order only. The piece 

numbers are as follows: F dummy 

^^^' ^ coupling, new style, 20,806; H 

dummy coupling, new style, 20,810; F dummy coupling, old 

style, 2,133; and H dummy coupling, old style, 2,134. 




CD3^ 



HOSE, COUPLINGS, AND FITTINGS 



409 



CLEANING TOOL 

The piece number of the coupling-groove cleaning tool, 
which is shown in Fig. 4, is 46,096. 

APPROXIMATE WEIGHTS OF HOSE, COUPLINGS, AND 
FITTINGS 



Piece 
No. 



I 46,242 



3,056 

46,283 

3,058 
46,252 

3,060 
46.673 
46,642 

46,635 

46,156 
3,788 
3,819 
2,237 

20.806 
2,133 

20,810 
2,134 

46,096 



Name of Part 



lt"X22" hose with FP-5 coupling and l|-in. 

nipple, per pair 

FP-5 hose coupling, per pair . 

IF'X 22" hose with FP-4 coupling and l^-in. 

nipple, per pair 

FP-4 hose coupling, per pair 

li''X22'' hose with HP-4 coupling and f-in. 

nipple, per pair 

HP-4 hose coupling, per pair 

1 V X 22" hose with union nipple for ^-in. pipe 
1V'X36" hose with threaded and union 

nipple for f-in. pipe 

FS-4 hose coupling, per pair 

FS-5 hose coupling, per pair 

IF'X 1 V angle fitting 

l"Xlz" angle fitting 

I" XI" angle fitting 

F dummy coupling, new style 

F dummy coupling, old style 

H dummy coupling, new style 

H dummy coupling, old style 

Coupling-groove cleaning tool 



Weight 
Pounds 



12 

4.5 
11 

4i 

10 

41 
31 

41 
5 
5 
3 

2i 
I 

1 
1 



IM. C. B. SPECIFICATIONS FOR AIR-BRAKE 
HOSE 

' In 1901, specifications and tests for air-brake hose were 

(adopted as recommended practice; they were advanced to 

(Standard in 1903, and revised 1905. 

"1. All air-brake hose must be soft and pliable, and not less 
than 2-ply nor more than 4-ply. They must be made of rubber 
and cotton fabric, each of the best of its kind made for the pur- 
pose. No rubber substitutes or short-fiber cotton to be used. 
*' 2. The tube must be hand-made, composed of three calen- 
dars of rubber. It must be free from holes and imperfections, 

land in joining must be so firmly united to the cotton fabric 
that it cannot be separated without breaking or splitting the 



1 



410 HOSE. COUPLINGS, AND FITTINGS 

tube. The tube must be of such composition and so cured as to 
successfully meet the requirements of the stretching test given 
below; the tube to be not less than ^ in. thick at any point. 

"3. The canvas or woven fabric used as wrapping for the 
hose to be made of long-fiber cotton, loosely woven, and to be 
from 38 to 40 in. wide, and to weigh not less than 20 and 22 oz. 
per yd., respectively. The wrapping must be frictioned on both 
sides, and must have, in addition, a distinct coating or layer 
of gum between each ply of wrapping. The canvas wrapping 
must be applied on the bias. Woven or braided covering 
should be so loose in texture that the rubber on either side will 
be firmly united. 

"4. The cover must be of the same quality of gum as the 
tube, and must not be less than ^6 in- thick. 

"5. Hose is to be furnished in 22 -in. lengths. Variations ex- 
ceeding iin.inlength will not be permitted. Rubber caps not less 
than ^ in. nor more than | in. must be vulcanized on each end. 

"6. The inside diameter of hose must not be less than If in. 
nor more than 1^ in., nor must the outside diameter exceed 
2| in. Hose must be smooth and regular in size throughout its 
entire length, except at a point 2| in. from either end, where the 
inside calendar of rubber may be increased ^ in. for the distance of 
I in. toward either end and then tapering to the regular diameter. 

"7. Each length of hose must have vulcanized to it a badge 
of ^white or red rubber. On the top of the badge the name of the 
purchaser; on the bottom the maker's name; on the left-hand 
end the month and year of manufacture, and on the right-han 
end the serial number and the letters *M. C. B. Std.' The^ 
letters and figures must be clear and distinct, not less than ^ ii 
in height, and stand in relief not less than ^ in. so that the 
can be removed by cutting without endangering the cover. 
Each lot of 200 or less must bear the manufacturer's serial 
number, commencing at 1 on the first of the year, and continu- 
ing consecutively until the end of the year. 

" For each lot of 200, one extra hose must be furnished free of 
cost. 

"8. Test hose will be subject to the following tests: 
Tests to Which Samples Will Be Subjected 

"Bursting Test. — All hose selected for test will have a section 



I 



HOSE, COUPLINGS, AND FITTINGS 411 

5 in. long cut from one end and the remaining 17 in. will then be 
subjected to a hydraulic bursting pressure of 400 lb. per sq. in. 
for 10 min. which it must stand without failure. At a pressure 
of 100 lb. per sq. in. it must not expand more than I in. in 
diameter or change in length more than I in., nor develop any- 
small leaks or defects. 

"Friction Test. — A section 1 in. long will be taken from the 
5-in. piece previously cut off, and the quality determined by 
suspending a 20-lb. weight to the separated end, the force being 
applied radially, and the time of unwinding must not exceed 
8 in. in 10 min. 

"Stretching Test. — Another section 1 in. long will be cut from 
the balance of the 5-in. piece and the inner tube or lining will be 
separated from the ply and cut at the lap. Marks 2 in. apart 
will be placed on this section, and then the section will be 
quickly stretched until the marks are 8 in. apart and imme- 
diately released. The section will then be remarked as at first 
and stretched to 8 in. and will remain so stretched 10 min. 
It will then be released and 10 min. later the distance between 
the marks last applied will be measured. In no case must the 
test piece break or show a permanent elongation of more than 
I in. between the marks last applied; 1-in. strips will also be 
taken from the cover and subjected to the same test. 

"Tensile Test. — ^Another section 1 in. long will be cut from 
the remainder of the 5-in. piece and the rubber tube or lining 
will be separated from the ply and cut at the lap. It will then 
be reduced in the middle for a distance of 2 in. by | in. wide 
parallel. The parallel section shall be spread to the full width 
of 1 in. at the end by curves of | in. radius. This specimen 
shall be stretched uniformly by gripping the enlarged ends, and 
in no case should the tensile strength per square inch be less than 
400 lb,, nor the elongation at the time of failure less than 8 in., 
measured by marks placed originally 2 in. apart before breaking. 

"If the test hose fails to meet the required tests, the lot 
from which it was taken may be rejected without further 
examination and returned to the manufacturer, who shall pay 
the freight charges in both directions. If the test hose is 
satisfactory the entire lot will be examined and those complying 
with the specifications will be accepted. 



412 



AIR GAUGES 



Label For Air- Brake Hose 
Sheet M. C. B. 18 
"In 1902 the label for hose, as shown in the specifications for 
air-brake hose, was made a standard. Revised in 1903. The 

specification for its use 
is as follows: 

"Each standard 
length of hose must be 
branded with the name 
of the manufacturer, 
year and month when 
made, and serial num- 
ber, the initials of the 
railway company, and 
also have a table of raised letters at least j^ in. high to show 
the date of application and removal, thus, 

"All markings are to be full and distinct and made on a thin 
layer of white or red rubber, vulcanized, and so applied as to be 
removed by cutting with a knife or sharp instrument." 



^ NAME OF ROAD \ 3^ 


r 


o 


S 


08 


A 


12345 6 




09 


7 8 9 10 II 12 


g 


(0 




10 
II 
12 


R 


123456 


m^ 


CD 


CO 


7 8 910 1112 


s 

i/i 


6 


NAME OP MANUFACTURER 



AIR GAUGES 




r-2f-Hj 



TYPES OF GAUGE 

The 5- In. duplex air gauge. Piece No. 23.334, and shown in 
Fig. 1, has a biass case with silvered dial; it is used with ET 
locomotive and old- 
standard engine equip- X^^^^^^^^^ 
ments. The weight /Z^^^^^^^X^of'^-i- 
is 31 lb. 

The 3^-in. duplex air 
gauge. Piece No. 23,338, 
and shown in Fig. 2, has 
a brass case with 'a sil- 
vered dial; it is used 
with ET locomotive 
equipment. The weight 
is 2i lb. Fig. 1 



¥ 




413 



Fig. 3 




i^ 



m 



Fig. 4 



414 



AIR GAUGES 



9, anoM 
is used^ 



The 5-in. "single-pointer air gauge. Piece No. 23,369, 
shown* in Fig. 3, has a brass case with a silvered dial; it is i 
with schedule SWA engine equipment, caboose cars, and for 

general purposes. 
The weight is 3| lb. 
The 3^-in. single- 
pointer air gauge. 
Piece No. 59,099, 
and shown in Fig. 
4,hasapressed-steel 
case with a silvered 
dial; it is used for 
general purposes, or 
it may be substi- 
tuted for the 5-in. air gauge. Piece No. 23,369, for SWA engine 
equipment. The weight is 21 lb. 

The inspector's test gauge. Piece No. 20,458, and shown in 
Fig. 5, has a brass case with a silvered dial and nickel-plated 
cap. The weight is 1 lb. Without the cap, the piece number 
is 20,976; with a spring cap, 20,975, the piece number of the 
coupling device for the inspector's test gauge, which will fit any 
size standard hose coupling, is 13,775. 




DUPLEX AIR GAUGE 

A duplex air gauge, which indicates both brake-pipe and 
main-reservoir pressures, is located in the engine cab, in a posi- 
tion convenient for the engineer. This gauge, which is shown 
in the accompanying illustration, consists of two gauges com- 
bined in one, the same dial serving for both hands. The left- 
hand gauge, which connects with M, operates the black hand. 
This hand is said to represent brake-pipe pressure; although 
M has a pipe connection to chamber D and the equalizing 
reservoir, there is direct connection between the equalizing 
reservoir and the brake pipe in release and running positions, 
but not in service, lap, or emergency positions. The other 
gauge connection T, a part of the right-hand gauge, is piped 
to the connection R of the brake valve, so that this hand, colored 
red, indicates main-reservoir pressure. 



il 



AIR GAUGES 



415 



An inside view of the air gauge is shown in view (6), in 
which A and B are two bent tubes of elHptic shape, as 
shown in (d) . The tube A is connected to the fitting M, and the 
tube B to the fitting T. 
The bottom ends of the 
tubes are held fast and 
the top ends are closed 
and free. The action 
of the gauge may be 
thus explained: If a 
tube of elliptic section 
is bent, as shown in 
view (6), and then sub- 
jected to an internal 
pressure, the force 
exerted will tend to 
straighten the tube, be- 
cause the force exerted 
within the tube tends 
to make it assume the 
circular form shown 
dotted in view (c). In 
assuming the circular 
form, the concave side 
a of the bent tube tends 
to lengthen, while the 
convex side b tends to 
shorten. These com- 
bined efforts tend to 
straighten out the tube, 
and therefore impart a 
movement to its free 
end. 

Tube A is con- 
nected to one end of 
the lever kj by means 

of the hnk c. This lever is pivoted at e, and the end j forms 
a toothed sector that meshes with a pinion on the spindle /. 
The spindle / carries the black hand, or pointer, of the gauge. 




416 AIR GAUGES 



is hollow, and rotates about the spindle i, which carries the 
red hand. Tube B is connected by link b to the lever fg at a 
point below the fulcrum, or pivot, so that the red hand will be 
turned in the same direction as the black one. The lower end 
of the lever fg takes the form of a toothed sector that meshes 
with a pinion on the spindle / and operates the black hand. 

Copper pipe should be used for air-gauge connections in 
preference to iron pipe, because the latter, if not carefully and 
correctly adjusted, will put a strain to the mechanism of the 
gauge when coupled to it, that will affect the accuracy of the 
indications; also, the gauge will indicate incorrectly if situated 
in too high a temperature. 

Operation of Gauge. — ^As brake-pipe pressure connects with 
M, air under pressure enters tube A and tends to straighten it 
out. This causes the free end of A to move to the left, drawing 
the link c with it, thus moving the toothed sector i to the right. 
As this sector engages with the spindle I, the latter is made to 
move clockwise, that is, to have a motion in the same direction 
as the hands of a clock. The black hand is thus given a similar 
motion. 

Main-reservoir pressure acts within the tube B to straighten 
it, and the free end is moved to the right. As the bar b is 
connected below the fulcrum of the lever fg, the movement 
of the free end of B will cause the toothed sector g to move 
to the right and turn the red hand clockwise also. The 
greater the pressure within the tubes, the greater will be the 
tendency for them to straighten out, and the higher will be 
the pressure registered by the gauge; d and h are small coil 
springs to take up the play or backlash in the teeth of the 
sector and pinion. 



COCKS 



4i7 



COCKS 



ANGLE COCKS 

Self-locking angle cocks are now standard and are furnished 
with all complete locomotive, passenger-car, and freight-car 




Fig. 1 



Lockeef-O/fen 

brake equipments unless otherwise specified on orders. One 
of these cocks locked closed is shown in Fig. 1 (a); locked open. 




Fig. 2 

in (b) ; and unlocked in (c) . A cross-section through the cock 
is shown in Fig. 2. The weight of the cock is 10 lb. The piece 



418 



COCKS 



and reference numbers of the cock and its parts are given inthe^ 
accompanying list. 



Pc. No. Ref. No. 
22.413 
22.412 



2,176 

2,096 

2,097 

2,098 

20,128 

20,127 

20,126 

2,178 



Name of Part 
li-in. self -locking angle cock, complete. 
I'^Xll" self -locking angle cock, complete, 

includes 9. 
Body, bushed. 
Key. 
Cap. 
Spring. 

Handle, complete, includes 6 and 7 
Handle, only. 
Handle socket, 
li" XI" bushing. 



CUT-OUT COCKS 



ll-IN. CUT-OUT COCKS 

The li-in. cut-out cock, shown in Fig. 1, weighs 8^ lb.; the 




Fig. 1 

piece and reference numbers of the cock and its parts are given 
in the accompanying list 

Pc. No. Ref. No. Name of Part 

2.092 li-in. cut-out cock, complete. 

2.093 8 Body, bushed. 

2.096 9 Key. 

2.097 10 Cap. 

2.098 11 Spring. 
2,100 12 Handle. 



COCKS 



419 



1-IN. CUT-OUT COCKS 

The l-in. cut-out cock, shown in Fig. 2, weighs 5^ lb.; the 
piece and reference numbers of the cock and its parts are given 
in the accompanying list. 




Fig. 3 



Pc. No. Ref. No. Name of Part 

2.135 1-in. cut-out cock, complete. 

2.136 2 Body, bushed. 

2.139 3 Key. 

2.140 4 Cap. 
2,098 5 Spring. 
2,103 6 Handle. 

The 1-in. main-reservoir cut-out cock, shown in Fig. 3, is 
furnished with ET locomotive-brake equipments; it weighs 
8 lb. The piece and reference numbers of the cock and its 
parts are given in the accompanying list. 

Pc. No. Ref. No. Name of Part 

11,905 



1-in. main-reservoir cut-out cock, com- 
plete, without governor union connec- 
tion. 

21,979 1-in. main-reservoir cut-out cock, com- 

plete, with governor union connection. 

Body, bushed. 

Key. 

Cap. 

Spring. 

Handle. 



11,906 
11,909 

2,097 

2,098 
11,667 

Cut-out cocks of both the 1-in. and 1^-in. sizes can be obtained 
with self-locking handles, if desired. These self-locking handles 
are similar to the standard self-locking angle cock handles, 
except that the cut-out cock handle is straight instead of curved. 
The self-locking handle can also be applied to cut-out cocks now 



420 



COCKS 



in service. When ordering these handles, the following piece 
numbers should be used: 

Pc. No. Name of Part 

33,073 1-in. self -locking cut-out cock, complete. 

32,930 Self-locking handle, complete, for 1-in. 

cut-out cock. 
33,072 li-in. self-locking cut-out cock, complete. 

37,691 Self -locking handle, complete, for l|-in. 

cut-out cock. 



/??</. 



GOVERNOR UNION CONNECTION 

The governor union connection is shown in Fig. 4; it weighs 
I lb. The piece and reference numbers of this z'a- 
connection and its parts are as follows: "^ 

Pc. No. Ref. No. Name of Part 

20,485 Governor union connection, 

complete, includes 202, 203, 
and 204. 
20,470 202 Union stud. 
2,001 203 Union nut. 
16,286 204 Union swivel. 




fo.o. Cop- 
per P/pe 

Fig. 4 



f-IN. CUT-OUT COCK 

This cock, shown in cross-section in Fig. 5, is furnished 
when specially ordered with UC passenger-car brake equip - 




Fig. 5 

ments, but an additional price is charged. Its net weight is 
2\ lb. The piece and reference numbers of the cock and its 
parts are given in the accompanying list. 



COCKS 



421 



Fc. No. 


Ref. 


No. 


Name 


of Part 


2,233 




l-in. cut-out cock, 


complete. 


2,235 


2 


Body. 








2.236 


3 


Key. 








2.144 


4 


Cap. 








2.145 


o 


Spring. 








15.279 


6 


Handle. 









The f-In. Cock with Choke Fittings. — The |-in. cut-out cock 
with the choke fitting 7 is furnished with the ET locomotive 
brake for use in brake-cylinder pipe leading to the tender. 
The size of the opening through the choke fitting is ^ in. It 
weighs 2f lb. The piece and reference numbers of the cock 
and choke fitting are as follows: 

Pc. No. Ref. No. Name of Part 

14.494 |-in. cut-out cock with choke fitting, com- 

plete. 
11.644 7 Choke fitting. • 

HN. CUT-OUT COCK 

Cross-sections of the |-in. cut-out cock and of its choke fit- 
ting 7 are shown in Fig. 6; the weight of the cock is 1^ lb. The 




Fig. 6 



piece and reference numbers of the cock and its parts are given 
in the accompanying list. 



Fc. No. Ref. 


No. Name of Part 


15,213 


^-in. cut-out cock, complete. 


2,228 2 


Body. 


2.229 3 


Key. 


2.367 4 


Cap. 


2.231 5 


Spring. 


9,035 6 


Handle. 



422 



COCKS 



The |-In. Cock with Choke Fittings. — The |-in. cut-out cock 
with choke fitting 7 is used with ET equipment in pipe leading 
to front-truck brake cylinder. The size of the opening in the 
choke fitting is ys in. The cut-out cock weighs If lb. The 
piece and reference numbers of the cock and fitting are as 
follows: 

Pc. No, Ref. No. Name of Part 

14,493 |-in. cut-out cock with choke fitting, com- 

plete. 
11,645 7 Choke fitting. 

I-IN. CUT-OUT COCKS 

In Fig. 7 is shown a cross-section of the |-in. cut-out cock; it 
weighs If lb. The piece and reference numbers of the cock and 
j,ts parts are given in the accompanying list. 




I pipe- 



Fig. 7 

Pc. No. Ref. No. 



Fig. 8 



Name of Part 



9,053 f-in. cut-out cock, complete. 

9.055 2 Body. 

9.056 3 Key. 
2,367 4 Cap. 
2,231 5 Spring. 
9,035 6 Handle. 

In Fig. 8 is shown a cross-section of the |-in. cut-out cock, 
with a short handle, that is furnished as part of dead-engine 
feature of ET locomotive-brake equipments; it weighs Ij lb. 
The piece and reference numbers of the cock and its parts are 
given in the accompanying list. 



COCKS 



423 



Pc. No. Ref. No. 


Name of Part 


22,459 




|-in. cut-out cock. 


with short handle, com 






plete. 






9,055 


2 


Body. 






9.056 


3 


Key. 






2,367 


4 


Cap. 






2,231 


5 


Spring. 






22,458 


6 


Handle. 







f-IN. AND 1-IN. DOUBLE CUT-OUT COCK 

In Fig. 9 is shown a cross-section through the |-in. and 1-in. 
double cut-out cock. This cock is used only in connection 
with the No. 5 ET locomotive brake equipment, for cutting 




Fig. 9 

out the H-5 brake valve when double-heading. It weighs 
10 lb. The piece and reference numbers are given in the 
accompanying list: 

Pc. No. Ref. No. Name of Part 



11,661 




|~in. and 1-in. double cut-out cock, com- 
plete. 


11.662 


2 


Body, bushed. 


10.658 


3 


Key. 


10.657 


4 


Cap. 


2.098 


5 


Spring. 


11,667 


6 


Handle. 



424 



TRAIN AIR-SIGNALING SYSTEM 



TRAIN AIR-SIGNALING SYSTEM 



GENERAL ARRANGEMENT OF APPARATUS 

The general arrangement of the train air-signaling apparatus 
on an engine, tender, and passenger car is shown in the following 
figures. The engine, tender, and each of the cars are piped 




with a f-in. pipe, which is connected between cars by means 
of hose, so that when all the hose is coupled, the signal-pipe line 
extends throughout the entire train. 



i 



TRAIN AIR-SIGNALING SYSTEM 



425 



A car discharge valve, Fig. 1, is provided on each car. This is 
usually located outside the car above the door, as shown, and 
is piped to the train-signal pipe. Sometimes, however, it is 
placed inside the car above the door, to guard against the valve 
being clogged in winter. The former position is preferable, 
however, as the chances of clogging are small, and the annoy- 




FiG. 2 



ance caused by the sharp sound of discharging air every time 
the valve is opened to make signals is avoided, 

A signal cord is attached to the lever of the discharge valve, 
and one end extends across the platform and is fastened in a 
suitable manner to the hood, while the other end extends 
through the car and is fastened to the hood on the other end 
of the car. This cord enables the discharge valve to be operated 
from any part of the car. 



426 



TRAIN AIR-SIGNALING SYSTEM 



The air-signal apparatus on the engine, Fig. 2, consists of 
the signal valve, signal whistle, and pressure-reducing valve. 
A f-in. pipe leads from the main reservoir to an air strainer, 
then to the reducing valve, thence leads to, and connects 
with, the T fitting 5 in the signal pipe. Air from the main 
reservoir can thus pass through the pressure-reducing valve, 
thence into the signal pipe and signal valve, but at a 
reduced pressure. A pressure of 40 lb. is usually maintained 
in the signal system, and the duty of the reducing valve is to 
diminish the pressure from 90 lb. (main-reservoir pressure) to 
the required pressure for use in the signal 
system. 

SIGNAL WHISTLE 

The signal whistle, Fig. 1 (a small whistle 
located in the cab, as close to the engineer as 
practicable), is piped to the signal valve, and 

it is the operation of the latter 

that causes the whistle to blow. 

The piece number of the whistle 

complete, when tapped for i-in. 

pipe, is 2,804. Net weight, 

I lb. A cross-section of the 

whistle is shown in Fig. 2. 
When the conductor pulls the 

signal cord in one of the cars, he 

opens the discharge valve on 

that car and allows some of the 

air in the main signal pipe to 
escape to the atmosphere, thus reducing the signal-pipe pressure. 
The reduction in pressure operates the signal valve on the 
engine, which discharges a small quantity of air through the 
signal whistle in the cab, thus causing it to sound a short blast. 
Each time the cord is pulled, the signal whistle gives a blast. 
The bowl 1 forms the base of the whistle and connects with 
the whistle pipe at X. The passage a' and port a form a 
passage from the whistle pipe into chamber A. The disk 2 
deflects the escaping air and makes it strike the edge of the 




Fig. 1 




TRAIN AIR-SIGNALING SYSTEM 



427 



bell 3 of the whistle. The tone of the whistle depends on the 
depth of chamber B. The check-nut 4 and cap nut 5 act as 
locknuts to lock the bell of the whistle in position after it has 
been adjusted. 

SIGNAL REDUCING VALVE 

The accompanying cross-section of the signal reducing valve 
shows its construction. The valve weighs 8 lb. It is adjusted 
at the works to govern signal-pipe pressure at a maximum oj 



I PIPE TO 
MAIN SIGNAL 
23 




Fig. 1 

40 lb. per sq. in. and any necessary readjustment must be for 
that pressure, in order to secure the best results. This valve is 
not used with the !^T locomotive brake equipment. The piece 
and reference numbers of the valve and its parts are given in the 
accompanying list. 

Pc. No. Ref. No. Name of Part 

2,360 Signal reducing valve, complete. 

5,182 2 Body, bushed. 

2.369 3 Spring box. 

2.370 4 Supply valve. 

2.371 5 Supply- valve cap. 

2.372 6 Supply-valve spring. 



428 TRAIN AIR-SIGNALING SYSTEM 



Pc. No. 


Ref. 


No. Name of Part 


2,373 


7 


Piston, includes 8. 


53,542 


8 


Piston ring. 


2,376 


9 


Piston nut. 


2,378 


10 


Piston rod. 


2,379 


11 


Large diaphragm. 


2,380 


11 


Small diaphragm. 


2,381 


12 


Diaphragm ring. 


40,451 


13 


Regulating spring. 


2,382 


14 


Regulating nut. 


2,383 


15 


Check-nut. 


2,367 


16 


Cock cap. 


2,231 


17 


Cock spring. 


2,384 


18 


f-in. union nut. 


2,385 


19 


f-in. union swivel. 


2,386 


20 


f-in. union gasket. 


2,366 


21 


Cock key. 


2,368 


22 


Choke plug. 


2,377 


23 


Cotter. 



The choke plug 22 restricts the flow of air through the valve 
so that the reducing valve cannot supply air to the signal pipe 
faster than the car discharge valve can reduce the pressure. 
The tension of the regulating spring 13 is adjusted to just with- 
stand a pressure of 40 lb. per sq. in. in the chamber above 
the piston 7. When the pressure is less than this amount, the 
spring 13 forces piston 7 upwards and the piston stem unseats 
the supply valve 4. Main-reservoir air is then free to pass 
through the choke plug 22, supply valve 4. thence to the signal 
pipe. As soon as the pressure in the signal pipe and chamber 
above piston 7 reaches 40 lb., piston 7 is forced downwards and 
the supply-valve spring 6 forces the supply valve to its seat, 
closing communication between the main reservoir and the 
signal pipe. Any reduction in signal-pipe pressure will allow 
the regulating spring 13 to force piston 7 upwards, thus opening 
the supply valve again. The valve then remains open until the 
signal-pipe pressure is again raised to 40 lb., when it closes. 



SIGNAL VALVE 

The accompanying cross-section shows the construction of 
the signal valve, which weighs 16 lb. The piece and reference 
numbers of the valve and its parts are given in the accompany- 
ing list. 



TRAIN AIR-SIGNALING SYSTEM 



429 



Pc. No. 



Ref. No. Name of Part 

Signal valve, complete. 

Diaphragm case, complete, includes four 

each of 7 and 9. 
Diaphragm cap. 
i-in. union swivel, 
^-in. union nut. 
^-in. union gasket. 
|-in, eyebolt and nut. 
Diaphragm-valve nut. 
Eyebolt rivet. 

Lower diaphragm plate and valve stem. 
Upper diaphragm plate. 
Diaphragm, 
^-in. union nut. 
^-in. union gasket, 
^-in. union swivel. 
Lower cap nut. 
Pin for diaphragm- valve nut. 

Operation of Valve. — When the signal pipe is being charged, 
air enters the signal valve, and, passing through the small port 
d, charges chamber A. It also passes through the passage C 



2,205 




9.619 


2 


2,209 


3 


2,224 


4 


2,223 


o 


2.225 


6 


6,984 


7 


2,217 


8 


2,218- 


9 


2,215 


10 


2.216 


11 


2.214 


12 


2.165 


13 


2,204 


14 


2.166 


15 


2.210 


16 


1,731 


17 




fPIPE TO 
WHISTLE 



and feeds up slowly past the stem into chamber B, charging 
this to the same pressure as chamber A. The pressures in 
chambers A and B and the signal pipe are equal when the 
pipe is fully charged. 



^30 



TRAIN AIR-SIGNALING SYSTEM 



When the signal cord is pulled and a reduction is made in 
the signal pipe, it causes a reduction of pressure in the signal 
valve also; but, since the stem makes a rather snug fit, the 
pressure in chamber A above the diaphragm reduces faster 
than the pressure in chamber B; consequently, the diaphragm 
is forced upwards, and raises the stem, thus opening the port 
in valve seat 7. The stem is lifted until the groove / is above 
the bushing, when the air in chamber B escapes quickly through 
the groove /, the milled spaces in the stem, and the passage e, 
out to the whistle, causing the latter to give a blast. Air also 
escapes from chamber A to the whistle, through the passages cc 
and e, but is restricted in its passage from the train signal pipe 
into A by the small port d. 

The same reduction of pressure that operates the signal 
valve also opens the reducing valve, allowing air from main 
reservoir to flow into, and raise the pressure in, the signal 
pipe. This increase of pressure, following the closing of the 
car discharge valve, and immediately after the reduction in 
signal valve, increases the pressure in chamber A faster than in 
chamber B, thus forcing the diaphragm downwards, closing the 
valve leading to passage e, and stopping the blast of the whistle. 



CAR DISCHARGE VALVE 

The car discharge valve, the construction of which is shown 

in the accompany- 
ing cross-section, 
weighs 2^ lb. 

The signal cord is 
attached to the 
handle 5. When 
the signal cord on 
either side of the 
discharge valve is 
pulled, the handle 6 
strikes the stem 3 of 
i>iPB TO SIGNAL PIPE the discharge valve 

and forces the valve 
from its seat. Air from the signal pipe then passes through 




TRAIN AIR-SIGNALING SYSTEM 



431 



3 



M 



Valve Used 
With 


Car Discharge 
Signal Reducing 
Signal Reducing 
Signal Reducing 


1 
1 

1 

2 


Valve Spring 

Supply Valve 

High- Pressure Regulating 

Key 




Brass 
Brass 
Steel 
Brass 


. to 

^6 


00O5O5C0 


Free 
Height 
C, In. 




Dia. 
Wire 
B, In. 


ii^-i 


Out. 

Dia. 

A. In. 


;^H2--- 


6 6 


2.161 

2,372 

40,451 

2.231 



the branch pipes into the 
discharge valve, past the dis- 
charge valve, and out to the 
atmosphere, causing a reduc- 
tion in signal-pipe pressure. 
As soon as the signal cord is 
released, the spring 4 forces 
the discharge valve to its seat 
again and stops the discharge 
of air from the signal pipe. 

The branch pipe to the 
discharge valve is supplied 
with a strainer (where it 
connects with the main signal 
pipe) and a cut-out cock, the 
former to prevent dirt from 
re^-ching the discharge valve, 
and the latter to enable the 
discharge valve to be cut out 
in case it is disabled. The 
handle of the cut-out cock 
stands parallel with the pipe 
when the discharge valve is 
cut out, and at right angles 
to it when cut in. Also, the 
cut-out cocks in the signal 
pipe on either side of the 
signal hose are closed when 
the handles stand parallel 
with the pipe, and open 
when at right angles to it. 
The couplings in the signal 
hose are the H P-4 type, and 
are of a different size than 
the F P-5 couphngs of the 
regular air-brake hose, so that 
signal hose and brake hose 
cannot be coupled by mis- 
take. 



432 



TRAIN AIR-SIGNALING SYSTEM 



The piece and reference numbers of the valve and its pai 
are given in the accompanying list. 



parts 



Pc. No. 


Ref. 


No. Name of Part 


2.156 




Car discharge valve, complete. 


2,157 


2 


Body. 


2.158 


3 


Stem, complete, includes 11. 


2.161 


4 


Spring. 


2.162 


5 


Handle. 


2.163 


6 


Stop-pin. 


2,164 


7 


Cap. 


2,165 


8 


^-in. union nut. 


2.166 


9 


^-in. union swivel 


2,204 


10 


^-in. iinion gasket. 


2.160 


11 


Rubber seat. 



AIR-SIGNAL EQUIPMENTS 






Locomotive 


Cars 








A-1 


ET 


Recommended For 


Net 
Weight 

Lb. 


J 


L 


K 


Pieces Required 


Pc. No. 


Details 




1 
1 


1 
1 

1 

2 
4 
4 

2 


1 

1 

1 
2 
2 
2 

2 


2,360 
2,156 
2,205 
2,804 
3,272 
24,899 

2.240 

15,213 
2,233 
2,237 

53,553 

20,810 


Signal reducing valve. . . 
Car discharge valve. . . . 
Signal valve 


8 
16 


1 


Signal whistle 


^ 


1 


|-in. strainer 


1^ 




C- 1-3-6 strainer and 
check valve with ^-in. 
choke 


31 




rxrxr signal-pipe 
strainer. . . ... 


I5 


2 
4 
4 


Hn. cut-out cock 

f-in. cut-out cocks 

f-in. angle fittings 

1 i" X 22" hose with HP- 

4 couplings and f-in. 

nipples 


2| 
10 


2 


H dummy couplings .... 


I 



WATER-DISTRIBUTING SYSTEM 



433 



WATER-DISTRIBUTING SYSTEM 



ARRANGEMENT OF TANKS AND AIR 

VALVES 

In the accompanying illustration, Fig. 1, is shown the arrange- 
ment of the tanks and air valves of the water-raising system, in 



^ux/r/ary/fese/yo/r 

of//re 

£ra/f6jysfem 



^ P/pe 



t> 



'^3/ra/ner 



\-Goyernorya/rfi ^efisi SQ/Jr^ : 



/f // Pressure /feserye/r 



ffec/i/a/raHrffie 
Je/af20/lf.' 



=f=^ 



O/tOutCocM 



Fig. 1 




combination with the air-brake system. The supply of air i 
taken from the auxiliary reservoir of the brake system. 



AIR-PRESSURE-GOVERNOR VALVE 

The accompanying cross- section shows the construction of 
the air-pressure-governor valve for the water- distributing 
system on Pullman cars, which weighs 5 lb. The piece num- 
ber of the valve is 2,590; the piece and reference numbers of 
the various parts are given in the accompanying list. 



434 



WATER-DISTRIBUTING SYSTEM 




Fig. 2 



Pc. No. Ref. No. Name of Part 


2,591 


2 


Valve body, bushed. 


2,594 


3 


Spring box. » 


2.599 


4 


Check-nut. 


2,600 


5 


Supply -valve cap. 


2,605 


6 


Union swivel. 


2,165 


7 


Union nut. 


2,204 


8 


Union gasket. 


2,604 


9 


Strainer. 


2,595 


10 


Diaphragm, complete, includes 11 to 15, inclusive, 


2,038 


11 


Diaphragm, 2 pieces each. 


2,040 


12 


Diaphragm washer. 


2,041 


13 


Diaphragm nut. 


2,039 


14 


Diaphragm valve. 


2,042 


15 


Diaphragm-valve spring. 


1,064 


16 


Diaphragm ring. 


2,597 


17 


Regulating spring. 


2,598 


18 


Regulating nut. 


2,601 


19 


Supply valve, complete. 


2,160 


20 


Rubber seat. 


2,603 


21 


Supply-valve spring. 



WATER-DISTRIBUTING SYSTEM 435 

The governor valve should be placed between the auxiliary 
reservoir and water-supply air-pressure reservoir, so that the 
auxiliary-reservoir connection is at AR and the air-pressure 
reservoir connects at PR. 

The adjustment of spring i 7 is such that a pressure in cham- 
ber e of 60 lb. on diaphragm 11 is required to raise its valve from 
its seat. Therefore, the auxiliary reservoir of the air brake is 
charged to this extent before any pressure passes to the air 
reservoir of the water-supply system. 

Air pressure from the auxiliary reservoir entering the valve 
atAR reaches chamber e through port d, and as it approximates 
60 lb., diaphragm il and its valve are lifted, and valve 19 is 
forced from its seat, thereby permitting the pressure to pass to 
chamber /, and through port g to the air reservoir of the water- 
supply system. The stem h of valve 19 is purposely made a 
comparatively snug fit in its aperture in order to produce a 
sluggish feed of air past it to the air tank, causing auxiliary- 
reservoir pressure to be only slightly affected by any demand 
upon its air supply. 

REDUCING VALVE 

The reducing valve shown in cross-section. Fig. 3, weighs 
6 lb. Its piece number is 2,663; the piece and reference num- 
bers of the various parts are given in the accompanying list. 

Pc. No. Ref. No. Name of Part 

2,664 2 Valve body, bushed. 
Spring box. 
Check-nut. 
Supply-valve cap. 
|-in. union swivel, 
^-in. union nut. 
5-in. union gasket. 
Strainer. 
Piston, complete, includes 10, 11, 12, 14, 

and 15. 
Piston stem. 
Large diaphragm. 
Small diaphragm. 
Piston, includes 13. 
Piston ring. 
Piston nut. 
Cotter. 
Diaphragm ring. 



2,675 


3 


2,599 


4 


2,680 


5 


2,166 


6 


2,165 


7 


2,204 


8 


2,604 


9 


15,348 




2,670 


10 


2,672 


11 


2,673 


11 


2,668 


12 


13,206 


13 


2,671 


14 


42,388 


15 


2,674 


16 



436 



WATER-DISTRIBUTING SYSTEM 



Pc. No. Ref. No. Name of Part 

2.676 17 Regulating spring. 

2.677 18 Regulating nut. 

2.678 19 Supply valve, complete. 
2,423 20 Rubber seat. 

2,603 21 Supply-valve spring. 

Connect union fitting 6 with the pipe from the air reservoir, 
and connect the pipe to the water reservoirs at WT, inserting 

a check- valve, cut- 

r— ^ "* 1^^ — * r ^^^ cock, and five- 
6 7 20 19 21 5^*^B^^ «"^ "'' ^^y cock in this 

'^ ' '* pipe. The valve is 

adjusted to deHver 
20 lb. pressure on 
the water for forcing 
the water through- 
out the car. Neces- 
sary readjustments 
are made by nut 18. 
Pressure entering 
the valve at PR 
passes to chamber 
a, thence past valve 
19 to chamber b, and 
by passage c to WT 
and the water tanks. 
As the pressure in 
the latter approxi- 
mates 20 lb., piston 
closes valve 19. As the 




Fig. 3 



12 is forced down and spring 
air pressure in the water tanks diminishes through the use 
of water, the pressure on piston ij^ is likewise affected, and 
the piston being forced upwards by spring 17, opens valve '19 
and restores the air pressure in the water tanks. 



WATER-DISTRIBUTING SYSTEM 



437 



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NlEPvIORANDA 



1 



NlEISs^ORANDA 



IvlENIORANDA 



NIEMORANDA 



NIENIORANDA 



1 



MENIORANDA 



ISrlENIORANIDA 



4 



I 



MEMORANDA 



M:E:M:oRANr)A 



1 



Promotion 
Advancement in Salary 

and 

' Business Success ^ 



Secured 
Through the 

Complete Air Brake 

Locomotive Running 

Mitchell's Models 

Trainmen and Carmen's 

Roundhouse 

Boilermaking 

COURSES OF INSTRUCTION 
OF THE 

International 
Correspondence Schools 

International Textbook 
Company, Proprietors 

SCRANTON. PA., U. S. A. 

( ^ ^ 

^^-^ SEE FOLLOWING PAGES \-^ 



Earns $8 a Day 

My position when I enrolled with the I. C. S. 
for the Complete Trainmen and Carmen's 
Course was that of a freight conductor at a 
salary of $3.60 a day with the Alabama Great 
Southern Railroad. Since I took your Course 
I have been promoted to the position of general 
yardmaster for the same road in Birmingham, 
Ala. , and from that position I was promoted to 
train master. Having filled these positions 
with satisfaction, I have now chosen to take 
back my rights in train service, and am at pres- 
ent a passenger conductor for the same road at 
a salary of $8.11 a day. 

R. E. Broyles, 
5216 Grand Ave., Woodlawn, Ala. 



NOW FOREMAN 

Floyd D. Munn, Portsmouth, Ohio, was a freight-car buildei 
earning a small salary when he enrolled with the I.C.S, for the 
Air Brake Course. He is now employed as air-brake foreman 
by the Norfolk and Western Railway Co., receiving a salary 
of $120 a month. 

A BETTER POSITION 

W. N. BuRMASTER, 333 Eliza St., Algiers, La., was an 
apprentice machinist when he took our Air Brake Course. This 
has enabled him to become shop and engine foreman for the 
New Orleans Southern and Grand Isle Railroad at a salary of 
$110 a month. 

A GRADUATE'S SUCCESS 

F. R. CoLTON, 25 Seller's Location, Hibbing, Minn., was a 
machinist when he enrolled with the I. C. S. for the Complete 
Air Brake Course. Since graduating, he has become foreman 
of machine shops for the Oliver Iron Mining Co., where he has 
organized a Mechanical Club among the locomotive engineers* 
steam-shovel men, and shop men under his direction. 

PROMOTION WITHOUT "PULL" 

F. W. Stoll, Collinwood, Ohio, recommends the I. C. S. Air 
Brake Covirse, because it secured for him promotion without 
"pull." He was employed as a cook at $50 a month when he 
took up our Course He now holds, in addition to hi? rights as 
an engineer, a position as division superintendent of air brakes 
with the Lake Shore and the L. E., A. & W. Railroads at a 
substantial increase in salary and expenses. 

NOW INSPECTOR 

Alfred Jobin, 11 H South Heart Avenue, Quebec, Can., 
a graduate of our Complete Air Brake Course, was hardly able 
to read and write in English when he enrolled with the Schools, 
having picked up his knowledge by reading newspapers and 
magazines. Since graduating, he has become inspector in com- 
plete charge of the lower city section of the Quebec Railway, 
Light and Power Co. System. 

NOW BAGGAGE MASTER 

J. F. Cain, 102 Alexander Place, Buffalo, N. Y., enrolled for 
our Complete Air Brake Course, while holding a position as 
flagman on a Lehigh Valley express train. He is now baggage 
master for the same company at a salary of $124 a month, and 
has also obtained his rights as train master. 



Now Car Inspector 

I am anxious for the management of the I.C.S. 
to know of the way I was benefited by taking 
the Air Brake Course. When I enrolled with the 
I. C. S. I was working for the small salary of 
$40 a month, having very little education. At 
the time I did not know a triple from an auxil- 
iary, but at the end of 6 months I could do any* 
kind of work in that line that turned up. My 
salary was increased, which was entirely due 
to the way the I.C.S handle their students. 
Failure is impossible for a student having 
enough knowledge to write his own name, 
for that is about all I could do at the time of 
enrolment. On the other hand, it matters not 
how much experience one has had, he can be 
benefited by taking a Course with the I. C. S. 
At present I am employed by the C. C. C. & St. 
Louis Railroad as car inspector. 

A. L. Bryant, 
515 E. 7th St., Mount Carmel, 111. 



NOW GENERAL FOREMAN 

G. C. Livingston, 827 South Hawley St., Toledo, Ohio, was 
earning 15 cents an hour when he enrolled with the I. C. S. for 
the Air Brake Course. He found his work with the Schools a 
pleasure rather than a task, and was soon advanced both in 
salary and position. He is at present general foreman of the 
Car Department for the Hocking Valley Railroad, at Wal- 
bridge, Ohio. 

SALARY INCREASED $76 A MONTH 

When W. M. Wieland, Villa Grove, 111., enrolled with us 
for the Complete Air Brake Course he was pumping water at 
$40 a month. He recommends his Course to any one desiring 
to improve his condition, because it has enabled him to become 
extra engineer for the C. & E. I. R. R. with an increase in his 
salary of $7G a month. 

PASSED HIS EXAMINATION EASILY 

W. ScHAEFER, 910 Buffum St., Milwaukee, Wis., was working 
as a fireman at the time of his enrolment for the Complete Air 
Brake Course. This he found of great benefit to him, since it 
enabled him to pass his examination for promotion easily. He 
is now an engineer on the C. M. & St. P. Railway. 

STEADY PROMOTION 

Charles H. Lamb, 1661 Locust St., Terre Haute, Ind., was 
working for $1.50 a day when he subscribed for the Complete 
Air Brake Course. Soon his wages were raised, and he was 
steadily promoted until he has now become air-brake foreman 
of the roundhouse of the Vandalia Railroad Co. at a salary of 
$117 a month. 

THE I. C. S. PAVED THE WAY 

A. Skinner, 312 Ash St., Tokepa, Kans., was earning $1.60 
a day as an air-brake inspector when he enrolled with the I. C. S. 
for the Complete Air Brake Course. He found our textbooks so 
simple that he easily mastered them. He says that the road to 
success is not hard when the I. C. S. paves the way. His wages 
have been increased 180 per cent. 

A GRADUATE'S SUCCESS 

Homer H. Stuckey, 6215 Wabash Ave., Chicago, 111., a 
graduate of our Air Brake Course, was earning about $80 a 
month as an air-brake inspector on the Lake Shore at the time 
of his enrolment. He is now regarded as an expert in his line, 
and his salary has been increased some 50 per cent. 



Earns $200 a Month 

Walter J. Brown, 292 North Ave., 23, Los 
Angeles, Cal., was working in the Air-Brake 
Service of the D. & J. R. R. R. at the time when 
he enrolled with the I. C. S. for the Air Brake 
Course. At the time he had received nothing 
more than a common-school education. After 
graduating, he entered the service of the South- 
em Pacific Railway Co., where he is now em- 
ployed in the capacity of conductor earning 
from $150 to $200 a month. 



A GRADUATE'S SUCCESS 

Frank V. Brose, 609 Parker St., Mason City, Iowa, was a 
fireman for the C. M. & St. P. R. R. Co., when he enrolled for 
our Locomotive Running Course. He found this very helpful 
to him in passing the examinations required by the road, and it 
has enabled him to become, since graduation, an engineer for 
the same company, earning from $100 to $150 a month. 

MADE THE EXAMINATION EASY 

Thomas Hesser, 46 Weaver Ave., Buffalo, N. Y., says that 
his Locomotive Running Course, for which he subscribed with 
the I. C. S., made his examination easy. Before he finished the 
Course he was promoted from the position of fireman to that 
of engineer on the Lackawanna, and his salary has been increased 
100 per cent. 

mS BEST INVESTMENT 

Peter Deneef, 612 DuBois St., Elmira, N. Y., declares that 
the money he has spent for his Locomotive Running Course was 
the very best investment he ever made, since it brought about 
his promotion to his position as engineer within 2 years after 
he began to study. When he came up for examination, Mr. 
Deneef obtained a rating of 100 per cent. 

NO LONGER HANDLES THE SCOOP 

J. E. Camirand, Sherbrooke, P. Q., Can., says that the 
Locomotive Running Course for which he subscribed with the 
I. C. S. is responsible for his promotion to his position as engi- 
neer. He was a fireman when he enrolled, and he declares that 
but for his Course he would still be handling the scoop. 

DOUBLED mS SALARY 

Hans C. Brown, 14 East Linden St., Wilkes-Barre, Pa., a 
native of Norway, was working as a fireman on the Lehigh 
Valley Railroad when he enrolled with the I. C. S. for the Loco- 
motive Running Course. He says that without this instruction 
he could not have passed the examination for engineers. With 
the help of the Schools, he has now become an engineer for the 
same company, and his salary has been increased more than 
100 per cent. 

THEN $45 A MONTH— NOW $130 A MONTH 

Nicholas Colilar, Costello, Potter County, Pa., was earn- 
ing $45 a month as a fireman when he enrolled with the Schools 
for the Locomotive Running Course. He is 'now running an 
engine for the Emporium Lumber Co., earning $130 a month. 



Often Earns $200 
a Month 

Carl O. Barnes, Cranesville, Pa., was firing 
on the Bessemer & Lake Erie Railroad, earning 
during the summer season from $70 to $100 a 
month, at the time when he enrolled with the 
International Correspondence Schools for the 
Locomotive Running Course. Previous to this 
time, he had obtained only an eighth-grade com- 
mon-school education. After completing the 
Course, he obtained promotion to the ix)sition 
of engineer for the same company, and he now 
earns from $150 to $200 a month. 



AVERAGES $35 A WEEK 

H. F. Stowe, 934 North 3d St., Springfield, 111., did not 
know anything about running a locomotive, nor how to repair 
its machinery at the time he enrolled with the I. C. S. 
for the Complete Locomotive Running Course. At the time he 
began to study he was earning on an average about $85 a month 
as a fireman. His Course enabled him to pass a good examina- 
tion and to secure promotion to the position of engineer, where 
his pay is now from $120 to $200 a month. 

AI>WAYS RECOMMENDS THE I. C. S. 

Fred Ockershauser, Baraboo, Wis., was a fireman when he 
enrolled for our Locomotive Running Course. Although the 
Northwestern Railv/ay has the reputation of giving more 
thorough mechanical examinations than any other company, he 
was able to pass a good examination, and is today working as 
one of the company's engineers. His advice to all who wish to 
better their conditions is "Take a Course with the I. C. S." 
His income has been increased 60 per cent. 

NOW FOREMAN 

C. Jacobes, Box 173, Sausalito, Cal., had suffered bodily 
injury at electrical work, and was serving as a fireman when he 
enrolled with the Schools for the Complete Locomotive Running 
Course. He is now foreman in charge at night of the North- 
western Pacific Railway Co.'s shops and roundhouse at Sau- 
salito, Cal. 

SALARY INCREASED $70 A MONTH 

Clarence A. Reed, 72 Richards Ave., Dover, N. J-, praises 
the I. C. S., because our Locomotive Running Course has ena- 
bled him to pass successful examinations to secure promotion 
^om the position of fireman to that of engineer on the D. L. 
& W. Railroad, thereby increasing his earnings from $90 a month 
to $160 a month. 

GRATIFYING ADVANCEMENT 

B. P. Walker. Newton, Tex., enrolled for our Complete Loco- 
motive Rurming Course while he was earning $1.75 a day as 
a fireman. He is now employed as an engineer on the Frisco 
Lmes, earnmg from $130 to $150 a month. 

mS COURSE BROUGHT SUCCESS 

B. L. SiMPKiNS, 113 Baldwin Ave., Bluefield, W. Va., was 
earning about $55 a month when he enrolled for our Locomotive 
Running Course. He says that the Schools not only helped 
him to pass a good examination, but that they also kept him 
posted on all new equipment coming into use on various roads. 
He now has a daylight run as a locomotive engineer on the 
Norfolk & Western Railway, earning from $175 to $195 a 
month. 

9 



Three Times His Former 
Salary 

J. C. Written, 76 Danforth St., Providence, 
R. I., was employed as a locomotive fireman on 
the Worcester Division of the N. Y., N. H. & 
Hartford Railroad at the time of hts enrolment 
for the Locomotive Running Course. Because 
of poverty in his youth, he had no chance to 
obtain an education, knowing little of arith- 
metic and being obliged to use the dictionary 
continually to make sure he understood the 
meaning of every word in his Course. Mr. 
Whitten praises the Schools, because, in spite 
of his handicap, he was able to pass a very satis- 
factory examination, and to become first-class 
engineer on the Providence Division of the Rail- 
way company above named. He is now receiv- 
ing about three times what he was paid at the 
time of enrolment. 



10 



MADE 100 PER CENT. 

William K. Shirk, 901 Indiana Ave., Elkhart, Ind., 
was working as a fireman when he enrolled with the 
l.C.S. for the Complete Locomotive Running Course. 
When he came up for examination for promotion to the 
position of engineer on the Lake Shore & Michigan 
Southern Railroad, he received a rating of 100 per cent, 
in all his studies. Mr. Shirk says that his success was 
entirely due to his Course. He is now an engineer for 
the same company, with a salary increase of 75 per cent. 

DOUBLED HIS SALARY 

Although Clinton F. Wertman, 554 Jackson Ave., 
Jersey City, N. J., had not finished the grammar school, 
he had no difficulty in mastering his Round House 
Course. When he enrolled he was a fireman earning 
$75 a month. He now receives $150 a month as an en- 
gineer on the L. V. R. R. 

HIS COURSE DID IT 

W. L. Stull, Brunswick, Md., a fireman on the B.&C, 
enrolled for the Complete Locomotive Running Course. 
Within a year he was made traveling fireman at $100 a 
month. He is now engineer for the same road. He de- 
clares that his Course is responsible for his promotion. 

100 PER CENT, INCREASE 

Fred L. Edwards, 104 Jerome Ave., Joliet, 111., was 
firing a locomotive, earning about $70 a month, at the time 
of his enrolment for the Locomotive Running Course. 
He praises his Course as the best in the world, since he 
has been promoted to the position of locomotive engineer 
for the C, R. I. & P. R. R., averaging $150 monthly. 

GLAD HE ENROLLED 

C. A. Ganz, Box 291, Trafford, Pa., is glad that he 
enrolled for the Complete Air Brake Course, since it 
got him into the position he holds today. Since obtaining 
his diploma, he has become assistant foreman of air- 
brake and car inspectors at the Pitcairn yard. His 
salary has been increased $42 a month, 

PROMOTED— SALARY DOUBLED 

When A. B. Chandler, Spencer, N. C, came up for 
examination he missed only one question, although one- 
third of the firemen who were examined, failed to pass. 
Mr. Chandler declares that his l.C.S. Complete Loco- 
motive Running Course was the cause of his promotion 
to the position of engineer on the main line of the 
Southern Railroad. His salary has been doubled. 

n 



Averages 4,500 Miles 
a Month 

I was a fireman, earning $2.30 a day, or 100 
miles, when I enrolled with the I. C. S. for the 
Locomotive Runhing Course. Before I had 
finished half the lessons, I passed a satisfactory 
examination as required by the Frisco Railroad 
to become an engineer. I have been engaged as 
a locomotive engineer 9 years, 4 years in freight, 
and 5 years in the passenger service. No one 
who has completed your Course need have any 
fear of any criticism from his employers, because 
he will know what to do and how to do it. I am 
making now on an average of 4,500 miles a 
month, making a salary of $200, an increase over 
my former salary of 150 per cent. 
John Quinn, 
703 F Avenue, Lawton, Okla. 



12 



SALARY DOUBLED 

E. A. Dudley, 514 Milwaukee Ave., Chicago, 111., was 
employed as a foreman on the Chicago & Northwestern Rail- 
road when he enrolled with the I. C. S. for the Locomotive Run- 
ning Course. He had only a common-school education at the 
time. He says he has only the I. C. S. to thank for his success 
in passing the examination, which advanced him to the posi- 
tion of engineer for the same company, doubling his salary. 



CHIEF INTERCHANGE CAR INSPECTOR 

A. Singer, Texarkana, Ark., was a freight -car inspector, 
earning $1.60 for a 12-hour day at the time he enrolled for the 
Trainmen's Course. He is now chief interchange car inspector 
for the four important railways that pass through his city, at a 
salary of $150 a month. 

A GRADUATE'S SUCCESS 

J. F. Luther, Bellville, Tex., since graduating from our 
Complete Locomotive Course, has been advanced from the 
position of fireman to that of extra switch engineer with a sub- 
stantial increase in salary. 



THREE TIMES HIS FORMER SALARY 

A. C. De Lange, Summit, S. Dak., was earning on an average 
$60 a month as a fireman when he enrolled with the Schools for 
the Complete Locomotive Running Course. This has enabled 
him to advance to the position of engineer, tripling his salary. 

NOW GENERAL FOREMAN 

The general foreman of the C, S. P., M. & O. R. R. Co. is 
Mr. J. O. Enockson. When he enrolled with the I. C. S. for 
the Locomotive Running Course he held a position in the same 
employ as a fireman. He has found our methods of education 
so beneficial that he is now studying a Course in Mechanical 
Engineering. 



SALARY INCREASED 200 PER CENT. 

Harry Stephens, Clarion, Iowa, was receiving $45 a month 
in a roundhouse at the time he enrolled with the Schools for 
the Roundhouse Course. He is now a steam-shovel engineer 
for the Chicago & Great Western Co., and his salary has been 
increased, since enrolment, 200 per cent. 

13 



Found His Course 
Profitable 

It kept me hustling to make $45 a month as a 
fireman on a switch engine at the time of enrol- 
ment with the I. C. S. I had quit the public 
schools in the fifth grade, and had no other edu- 
cation except what I picked up at the time of 
enrolment. In 1 year after enrolment, at the 
age of 21, with no other instruction than what 
I received from the Complete Locomotive 
Running Course, I began to run on the C. & 
E. I. Railroad. I now have a local run, 
making 55 miles a day with every night and 
Sunday off, three meals a day. I am making 
from $150 to $200 a month, and one month I 
made $212, being on the passenger that month. 
I owe my present position to the I. C. S. 
Charles L. Withers, 
2107 Main St., Danville. 111. 



14 



BECAME FOREMAN 

When Herman L. Walton, 531 Berwick St., Easton, Pi,., 
started to study his 1. C. S. Boilermaker's Course, he could 
not work out simple questions in long di\'ision, and did not know 
how many pounds of steam a boiler could carry without guessing 
at it. He now holds the position of foreman of boilermaking at 
the South Easton Shops of the Lehigh Valley Railroad Co. at 
a salary 100 per cent, greater than when he enrolled. 

HOLDS AN IMPORTANT POSITION 

B. B. Fitch, Room 506, 112 Water St., Boston, Mass., was 
an engineer and janitor in charge of one of the public schools 
when he enrolled for the Boilermaker's Course. He was then 
36 years old, and had been earning a living for 18 years at a 
laborious occupation. After 1 year's study of his course he 
passed successful examinations and secured the position of 
boiler inspector for the Fidelity; & Casualty Co. of New York, 
with a material increase in his salary. 

A FOREIGNER'S RISE 

Joseph Molinek, New Glasgow, Nova Scotia, Can., could 
barely read or write w^hen he enrolled with the Schools for the 
Boilermaker's Course, having been in this country but 2 years. 
He says that our Course has made him foreman of the structural 
shop for the Brown Machine Co., employing 350 men, with an 
increase in his wages amounting to 150 per cent. 

SALARY TRIPLED 

Christian Eeck, 215 S. East St., Clinton, lU., was earning 
$35 a month as a machinist's helper at the time he took up our 
Complete Locomotive Running Course. He is now an engineer 
on the Illinois Central, making from $125 to $150 a month. 

BETTERED HIS POSITION— DOUBLED HIS SALARY 

While firing a locomotive for the Foster-Lahinear Lumber Co. 
earning $50 a month, O. H. Joseph, 433 Indiana Ave., North 
Fond du Lac, Wis., enrolled for our Complete Locomotive 
Running Course. From this he graduated. He is now em- 
ployed on the "Soo" line, drawing $120 a month. 

CHIEF AIR INSPECTOR 

J. A. McGuyer, 1517 South 19th St., Terre Haute, Ind., 
was working as a car repairer at the time he enrolled for the 
Complete Air Brake Course. He is at present chief air inspector 
at Terre Haute, having increased his salary 25 per cent. He 
declares that his advancement is chiefly due to the Course he 
took with the I. C. S. 

15 



A Good Record 

I have been employed by the Chesapeake & 
Ohio Railroad Co. for 25 years, 4 years as a loco- 
motive fireman, and 21 years as an engine man. 
Being considered an A No. 1 engine man made 
me a little conceited and I imagined that I was 
too perfect to need any further training; but 
since graduating from the Complete Locomo- 
tive Running Course, for which I subscribed 
with the I. C. S., I am forced to change my 
mind, and must now admit that my knowledge 
before studying the Course was very limited 
and ordinary. In fact, I would not change the 
knowledge and benefits that I have received for 
$1,000 in cash. On October 1, 1911, I was pro- 
moted to the position of Road Foreman of 
Engines with jurisdiction over the Cincinnati 
Division, headquarters at Covington, Ky. 
D. T. Evans, 
1220 Madison Ave, Covington, Ky. 



16 



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